System and method for representing a location of a fault in an aircraft cabin

ABSTRACT

A method and a distributed architecture for representing a location of a fault in an aircraft cabin, comprising: a controller operatively connected to a processor; a crew IO node operatively connected to the controller; the processor being configured to perform: detecting, by the controller, that an event of a system of the aircraft cabin corresponding to a fault has occurred; determining, by the processor, which aircraft cabin section amongst a plurality of aircraft cabin sections is associated with the system for which the event corresponding to the fault has occurred; and displaying, on the crew IO node, (i) a graphical user interface (GUI) component representing at least a portion of the aircraft cabin comprising at least some of the plurality of aircraft cabin sections and (ii) a visual indication identifying the aircraft cabin section associated with the system for which the event corresponding to the fault has occurred.

CROSS-REFERENCE TO RELATED APPLICATION(S) FOR THE UNITED STATES

This International Application is a continuation-in-part of U.S. Non-Provisional patent application Ser. No. 14/165,068 filed on Jan. 27, 2014 which claims priority from U.S. Provisional Patent Application Ser. No. 61/759,159, filed on Jan. 31, 2013, the entire contents of which are incorporated herein by reference.

FIELD OF THE TECHNOLOGY

The present patent application is directed to a system and a method of operation of the system incorporating a graphical user interface on a mobile computing device that is assignable to a member of a crew (i.e., an attendant) in a vehicle cabin (also referred to herein as a “crew GUI,” “crew input/output node,” or “crew IO node”). The crew IO node provides control over one or more functions within the cabin of the vehicle. The crew member may be a flight attendant (or other crew member) and the vehicle may be an aircraft.

DESCRIPTION OF THE RELATED ART

As should be apparent to those skilled in the art, there are a number of functions that may be controlled within the cabin of an aircraft. The functions may be divided into at least two categories: (1) functions related to environment, and (2) functions related to passenger comfort and entertainment.

Environmental functions include, but are not limited to, things such as cabin temperature, the intensity of the cabin lighting, and the degree to which the window shades are open, among other variables.

Functions related to passenger comfort include those related to actuation of a personal reading light, control over the air flow through an overhead vent, positioning of the passenger seat (i.e., upright or reclined), and a remote call for a flight attendant (i.e., a flight attendant call button).

Other functions that are associated with passenger comfort include, but are not limited to control over media type (i.e., audio and/or video), content, and volume. With respect to content, selectivity may be provided so that a passenger may select a genre of music (i.e., jazz music or pop music) or a genre of movies (i.e., comedy or drama), among other variations. As should be apparent to any passenger, individuals may control the volume of the media that has been selected.

At present, selected environmental functions typically are adjusted by the flight crew for the comfort of all passengers within the aircraft. For example, temperature typically is controlled at a central location within the aircraft cabin, via a thermostat or similar temperature control device. Similarly, the main cabin lighting in the aircraft typically is controlled via a central panel available to the flight crew. As a result, the flight crew can turn on, turn off, or dim the main lights within the aircraft cabin for all of the passengers.

As should be apparent to the airplane traveler, functions associated with passenger comfort and entertainment typically are accessible directly from the passenger's seat.

This basic operational approach to aircraft cabin functions has been employed for many years. As presently configured, the control systems for the environment and for passenger comfort and entertainment within an aircraft operate independently from one another.

Recently, a desire has developed to improve the manner in which aircraft cabin functions are controlled. Specifically, a desire has arisen to develop controls for one or more functions within the cabin of an aircraft from one or more consolidated IO nodes.

SUMMARY OF THE TECHNOLOGY

The present technology provides a GUI and a method of operation of a GUI that is available to a member of a flight crew via a mobile computing device.

In one contemplated embodiment, the crew IO node is mobile and provides control to crew members over one or more functions within an aircraft cabin, regardless of the location of the crew member within the cabin.

The present technology provides for a distributed architecture for representing a location of a fault in an aircraft cabin, the distributed architecture comprising:

a controller operatively connected to a processor;

a crew IO node operatively connected to the controller;

the processor being configured to perform:

-   -   detecting, by the controller, that an event of a system of the         aircraft cabin corresponding to a fault has occurred;     -   determining, by the processor, which aircraft cabin section         amongst a plurality of aircraft cabin sections is associated         with the system for which the event corresponding to the fault         has occurred; and     -   displaying, on the crew IO node, (i) a graphical user interface         (GUI) component representing at least a portion of the aircraft         cabin comprising at least some of the plurality of aircraft         cabin sections and (ii) a visual indication identifying the         aircraft cabin section associated with the system for which the         event corresponding to the fault has occurred.

In some implementations, the visual indication is overlaid on the GUI component representing the at least a portion of the aircraft cabin.

In some further implementations, the visual indication is associated with a color so as to facilitate identification, by a user, of the aircraft cabin section wherein the system for which the event corresponding to the fault has occurred is located.

In some implementations, the GUI component is a map of the aircraft cabin.

In some further implementations, the processor is further configured to perform:

displaying, on the crew IO node, an actionable GUI component in a vicinity of the graphical GUI component representing the aircraft cabin; and

in response to an action of a user on the actionable GUI component, displaying, on the crew IO node, information relating to the fault.

In some implementations, the processor is further configured to perform:

receiving a control input associated with a fault-transmission action; and

transmitting to a ground station, via a network, a fault message associated with the fault, the fault message comprising data associated with the fault.

In some further implementations, the present technology provides a method of representing a location of a fault in an aircraft cabin, the method for execution on a distributed architecture for multi-nodal control of functions of the aircraft cabin, the method comprising:

detecting, by a controller associated with the distributed architecture, that an event of a system of the aircraft cabin corresponding to a fault has occurred;

determining, by a processor associated with the distributed architecture, which aircraft cabin section amongst a plurality of aircraft cabin sections is associated with the system for which the event corresponding to the fault has occurred; and

displaying, on a crew IO node connected to the distributed architecture, (i) a graphical user interface (GUI) component representing at least a portion of the aircraft cabin comprising at least some of the plurality of aircraft cabin sections and (ii) a visual indication identifying the aircraft cabin section associated with the system for which the event corresponding to the fault has occurred.

In some implementations, the visual indication is overlaid on the GUI component representing the at least a portion of the aircraft cabin.

In some implementations, the visual indication is associated with a color so as to facilitate identification, by a user, of the aircraft cabin section wherein the system for which the event corresponding to the fault has occurred is located.

In some further implementations, the GUI component is a map of the aircraft cabin.

In some implementations, the method further comprises:

displaying, on the crew IO node, an actionable GUI component in a vicinity of the graphical GUI component representing the aircraft cabin; and

in response to an action of a user on the actionable GUI component, displaying, on the crew IO node, information relating to the fault.

In some implementations, the method further comprises:

receiving a control input associated with a fault-transmission action; and

transmitting to a ground station, via a network, a fault message associated with the fault, the fault message comprising data associated with the fault.

In some further implementations, the present technology provides for a distributed architecture for controlling functions of an aircraft, the distributed architecture comprising:

a controller operatively connected to a processor;

a IO node operatively connected to the controller; the processor being configured to perform:

-   -   displaying, on the IO node, a graphical user interface component         representing at least a portion of an aircraft cabin divided         into at least two aircraft cabin sections;     -   receiving, by the IO node, a first input from a user for         selecting one of the at least two aircraft cabin sections;     -   receiving, by the IO node, a second input from the user for         selecting the preset of the at least one controllable parameter;     -   upon determining, by the processor, that a modification of the         selected preset for the selected aircraft cabin section is         requested by the user, executing:         -   displaying, on the IO node, a preset setting menu including             the at least one controllable parameter associated with the             selected preset, the at least one controllable parameter             allowing modification of at least one of the functions of             the aircraft cabin for the selected aircraft cabin section;         -   receiving, by the IO node, a third input from the user for             modifying the at least one controllable parameter;         -   generating a modified preset based on the modified at least             one controllable parameter; and     -   saving, in a memory associated with the distributed         architecture, the modified preset.

In some implementations, the IO node comprises at least one of a passenger IO node and a crew IO node.

In some implementations, the processor is further configured to perform:

adjusting, by the controller, the selected aircraft cabin section in accordance with the modified preset.

In some further implementations, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade.

In some implementations, the at least one controllable parameter comprises a first controllable parameter associated with a light intensity, a second controllable parameter associated with a light color and a third controllable parameter associated with a degree of openness of a window shade.

In some implementations, the preset menu comprises a first group of graphical user interface (GUI) components allowing modification of the first controllable parameter, a second group of GUI components allowing modification of the second controllable parameter and a third group of GUI components allowing modification of the third controllable parameter.

In some further implementations, the present technology provides for a method of modifying a preset of at least one controllable parameter associated with functions of an aircraft cabin for execution on a distributed architecture for multi-nodal control of the functions of the aircraft cabin, the method comprising:

displaying, on a IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections;

receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections;

receiving, by the IO node, a second input from the user for selecting the preset of the at least one controllable parameter;

upon determining, by a processor associated with the distributed architecture, that a modification of the selected preset for the selected aircraft cabin section is requested by the user, executing:

-   -   displaying, on the at least one of the passenger IO node and the         crew IO node, a preset setting menu including the at least one         controllable parameter associated with the selected preset, the         at least one controllable parameter allowing modification of at         least one of the functions of the aircraft cabin for the         selected aircraft cabin section;     -   receiving, by the at least one of the passenger IO node and the         crew IO node, a third input from the user for modifying the at         least one controllable parameter;     -   generating a modified preset based on the modified at least one         controllable parameter; and     -   saving, in a memory associated with the distributed         architecture, the modified preset.

In some implementations, the IO node comprises at least one of a passenger IO node and a crew IO node.

In some implementations, the method further comprises:

adjusting, by a controller associated with the distributed architecture, the selected aircraft cabin section in accordance with the modified preset.

In some further implementations, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade.

In some implementations, the at least one controllable parameter comprises a first controllable parameter associated with a light intensity, a second controllable parameter associated with a light color and a third controllable parameter associated with a degree of openness of a window shade.

In some implementations, the preset menu comprises a first group of graphical user interface (GUI) components allowing modification of the first controllable parameter, a second group of GUI components allowing modification of the second controllable parameter and a third group of GUI components allowing modification of the third controllable parameter.

In some further implementations, the present technology provides for a distributed architecture for controlling functions of an aircraft, the distributed architecture comprising:

a controller operatively connected to a processor;

a IO node operatively connected to the controller;

the processor being configured to perform:

displaying, on at a IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections;

receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections;

receiving, by the IO node, a second input from the user for selecting the preset of controllable parameters;

determining, by the processor associated with the distributed architecture, a phase of a journey based at least on a function of time; and

dynamically adjusting, by the controller associated with the distributed architecture, at least one of the controllable parameters based on the selected preset and the determined phase of the journey for the selected aircraft cabin section.

In some implementations, the IO node comprises at least one of a passenger IO node and a crew IO node.

In some further implementations, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade.

In some implementations, the phase of the journey defines an environment to be reproduced within the aircraft cabin section.

In some further implementations, the environment is one of a day environment, a work environment, a sunset environment, a relax environment, a sleep environment, a night environment, a sunrise environment and a work environment.

In some implementations, the present technology provides for a method of dynamically adjusting a preset of controllable parameters associated with functions of an aircraft cabin for execution on a distributed architecture for multi-nodal control of the functions of the aircraft cabin, the method comprising:

displaying, on a IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections;

receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections;

receiving, by the IO node, a second input from the user for selecting the preset of controllable parameters;

determining, by a processor associated with the distributed architecture, a phase of a journey based at least on a function of time; and

-   -   dynamically adjusting, by a controller associated with the         distributed architecture, at least one of the controllable         parameters based on the selected preset and the determined phase         of the journey for the selected aircraft cabin section.

In some further implementations, the IO node comprises at least one of a passenger IO node and a crew IO node.

In some implementations, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade.

In some further implementations, the phase of the journey defines an environment to be reproduced within the aircraft cabin section.

In some implementations, the environment is one of a day environment, a work environment, a sunset environment, a relax environment, a sleep environment, a night environment, a sunrise environment and a work environment.

In some further implementations, the present technology provides for a system incorporating a graphical user interface in a mobile computing device for a crew member within a cabin of an aircraft, comprising:

displaying a menu for at least one controllable parameter;

receiving a selection of the controllable parameter;

displaying at least one control for the selected controllable parameter;

receiving a control input for the selected controllable parameter; and

adjusting the selected controllable parameter consistent with the control input,

wherein the controllable parameter comprises a plurality of controllable parameters selected from a group comprising light intensity, light color, temperature, the degree of openness of at least one window shade, scheduling, notes, reports, presets, and a passenger manifest.

In some implementations, the method further comprises:

placing the graphical user interface into a sleep mode if selection of a controllable parameter is not received.

In some further implementations, the plurality of controllable parameters also include at least one of media type, media, content, and media volume, and wherein the plurality of controllable parameters are associated with at least one of the entire cabin of the vehicle, at least one zone within the cabin of the vehicle, or at least one seat within the cabin of the vehicle.

In some implementations, the plurality of controllable parameters is controllable via an interface presenting an isometric view of at least a portion of the cabin of the aircraft.

In some further implementations, the method further comprises:

prioritizing the control input received from the mobile computing device for the crew member in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs.

In some implementations, light intensity, temperature, the degree of openness of the at least one window shade, and media volume is adjustable between a predetermined minimum and a predetermined maximum.

In some further implementations, the light color is adjustable between a predetermined warm color and a predetermined cool color.

In some implementations, the media content includes a video library, an audio library, and a map view.

In some further implementations, the map view comprises a global map view and a local map view.

In some implementations, the displaying of the menu for the controllable parameter includes displaying a light icon, a media icon, a thermostat icon, and a window shade icon.

In some further implementations, the light icon is one of a cabin light icon, a table light icon, and a reading light icon.

In some implementations, the mobile computing device for the crew member is at least one of a personal computer, tablet, and smartphone.

In some further implementations, the method further comprises:

displaying a list of items corresponding to supplies available in the aircraft cabin;

receiving a control input associated with a selection of at least one item from the list of items; and

transmitting to a ground station, via a network, an indication of the at least one selected item reflective of an order of supplies.

In some implementations, the present technology provides a system incorporating a graphical user interface in a mobile computing device for a crew member within a cabin of a vehicle, comprising:

a first display for displaying at least one controllable parameter;

an input for receiving a selection of the controllable parameter;

a second display for displaying at least one control for the selected controllable parameter, wherein the input receives a control input for the selected controllable parameter; and

a controller for adjusting the selected controllable parameter consistent with the control input,

wherein the controllable parameter comprises a plurality of controllable parameters selected from a group comprising light intensity, light color, temperature, the degree of openness of at least one window shade, scheduling, notes, reports, presets, and a passenger manifest.

In some further implementations, the plurality of controllable parameters also include at least one of media type, media, content, and media volume and wherein the plurality of controllable parameters are associated with at least one of the entire cabin of the aircraft, at least one zone within the cabin of the aircraft, or at least one seat within the cabin of the aircraft.

In some implementations, the plurality of controllable parameters is controllable via an interface presenting an isometric view of at least a portion of the cabin of the aircraft.

In some further implementations, the control input received from the mobile computing device is prioritized in relation to control inputs received from any other input device, thereby avoiding conflicts between the control inputs.

In some implementations, the system is further configured to cause:

displaying a list of items corresponding to supplies available in the aircraft cabin;

receiving a control input associated with a selection of at least one item from the list of items; and

transmitting to a ground station, via a network, an indication of the at least one selected item reflective of an order of supplies.

It is another aspect of the present technology to provide a first control method for controlling windows shades comprising a first window shade made from a sheet of material and a second window shade made from an electrochromic material. The control method comprises:

upon a first command being issued to at least partially close the window shades, increasing an opacity of the second window shade while not (or slightly) modifying a position of the first window shade;

upon a second command (automatically or manually) being issued to fully close the window shades, increasing the opacity to a maximum level; and

upon reaching the maximum level (or slightly before), moving the position of the first window shade from an open (or partially open) position to a fully close position.

It is another aspect of the present technology to provide a second control method for controlling windows shades comprising a first window shade made from a sheet of material and a second window shade made from an electrochromic material. The control method comprises:

upon a first command being issued by to at least partially open the window shades, modifying a position of the first window shade while not (or slightly) decreasing the opacity of the second window shade;

upon a second command (automatically or manually) being issued to fully open the window shades, fully opening the first window shade; and upon reaching the fully open position of the first window shade (or slightly before), decreasing the level of opacity of the second window shade to its minimum level.

In other aspects, various implementations of the present technology provide a non-transitory computer-readable medium storing program instructions, the program instructions being executable by a processor of a computer-based system to carry out one or more of the above-recited methods.

Still further aspects of the present technology will be made apparent from the drawings and description that follows.

BRIEF DESCRIPTION OF THE DRAWINGS

The present technology will now be described in connection with the figures appended hereto, in which:

FIG. 1 is a graphical overview of one embodiment of a distributed architecture with which the side ledge IO node of the present technology is contemplated to cooperate;

FIG. 2 is a graphical overview of a second embodiment of a distributed architecture with which the crew IO node of the present technology is contemplated to cooperate;

FIG. 3 is a graphical, top view of a portion of an aircraft, depicting one possible configuration for an aircraft cabin that employs the crew IO node of the present technology;

FIG. 4 is a perspective illustration of a portion of a cabin of an aircraft, showing one position for the passenger IO node that is contemplated to cooperate with the crew node of the present technology;

FIG. 5 depicts one contemplated embodiment of a main menu displayable on the crew IO node of the present technology and also on the passenger IO node that cooperates with the crew IO node;

FIG. 6 illustrates features of a video submenu displayable on the crew IO node of the present technology and the passenger IO node that cooperates therewith;

FIG. 7 is a search GUI accessible from the video submenu that is displayable on the crew IO node of the present technology and also the passenger IO node;

FIG. 8 is a viewing options GUI that presents control options for the viewing of video programming, the viewing options GUI being displayable on the crew IO node of the present technology and the passenger IO node intended to cooperate therewith;

FIG. 9 is one contemplated embodiment of an audio submenu that is displayable on the crew IO node of the present technology and also on the passenger IO node;

FIG. 10 depicts one possible television submenu that is displayable on the crew IO node of the present technology and also on the passenger IO node;

FIG. 11 provides one contemplated map view GUI that is displayable on the crew IO node of the present technology and also on the passenger IO node that cooperates with the crew IO node;

FIG. 12 illustrates a local map GUI contemplated to be displayable on the crew IO node of the present technology and on the passenger IO node that interfaces with the crew IO node;

FIG. 13 depicts an embodiment of a cabin light GUI that may be displayed on the crew IO node of the present technology and also on the passenger IO node that works together with the crew IO node;

FIG. 14 depicts one contemplated embodiment of a window shades GUI that may be displayed on the crew IO node of the present technology and also on the passenger IO node;

FIG. 15 provides a thermostat GUI contemplated for use with the crew IO node of the present technology and also with the passenger IO node that cooperates with the crew IO node;

FIG. 16 illustrates a presets GUI that is contemplated for use with the crew IO node of the present technology and also for use with the passenger IO node;

FIG. 17 depicts a seat selector GUI that is contemplated to be displayed on the crew IO node of the present technology and also on the passenger IO node that is contemplated to cooperate with the crew IO node of the present technology;

FIG. 18 illustrates a change seat GUI that is contemplated for use with the crew IO node of the present technology and also with the passenger IO node contemplated to cooperate with the crew IO node;

FIG. 19 illustrates one contemplated menu for display on the crew IO node of the present technology;

FIG. 20 illustrates one contemplated embodiment of a scheduling GUI displayable on the crew IO node of the present technology;

FIG. 21 provides a contemplated layout for a notes GUI for display on the crew IO node of the present technology;

FIG. 22 depicts one contemplated format for a reports GUI for display on the crew IO node of the present technology;

FIG. 23 illustrates one possible embodiment of a control GUI that may be provided to the user via the crew IO node of the present technology;

FIG. 24 is an illustration that provides one contemplated look for a passenger manifest GUI that may be displayed on the crew IO node of the present technology;

FIG. 25 is a flow chart that illustrates one method contemplated to operate in connection with the crew IO node of the present technology;

FIGS. 26-41 provide flow charts that collectively outline a second method contemplated to operate together with the crew IO node of the present technology;

FIG. 42 illustrates a third method contemplated to operate together with an IO node of the present technology, such as, for example, the crew IO node of the present technology;

FIG. 43-48 provides possible embodiments of control GUI components in connection with implementations of the third method of FIG. 42;

FIG. 49 illustrates a fourth method contemplated to operate together with an IO node of the present technology, such as, for example, the crew IO node of the present technology;

FIG. 50 illustrates a screen from the crew IO control node;

FIG. 51 illustrates a first interaction of a user with the screen of FIG. 50;

FIG. 52 illustrates a second interaction of the user with the screen of FIG. 50;

FIG. 53 illustrates a third interaction of the user with the screen of FIG. 50;

FIG. 54 illustrates another screen from the crew IO node;

FIG. 55 illustrates yet another screen from the crew IO node;

FIG. 56 illustrates another screen from the crew IO node;

FIG. 57 illustrates yet another screen from the crew IO node;

FIG. 58 illustrates another screen from the crew IO node;

FIG. 59 illustrates a fifth method contemplated to operate together with an IO node of the present technology, such as, for example, the crew IO node of the present technology;

FIG. 60 illustrates a first interaction of a user with another screen; and

FIG. 61-64 illustrate various alternative of screens for displaying on the crew IO node.

DETAILED DESCRIPTION OF EMBODIMENT(S) OF THE PRESENT TECHNOLOGY

The present technology will now be described in connection with one or more embodiments. The discussion of any one embodiment is not intended to be restrictive or limiting of the present technology. To the contrary, the embodiments described are intended to be illustrative of the broad scope of the present technology.

Among other aspects, the present technology addresses controls for parameters on board an aircraft including environmental functions and functions related to passenger comfort. As noted above, environmental functions include, but are not limited to, things such as cabin temperature, the intensity of the cabin lighting, and the degree to which the window shades are open, among other variables. Functions related to passenger comfort include those related to actuation of a personal reading light, control over the air flow through an overhead vent, positioning of the passenger seat (i.e., upright or reclined), and a remote call for a flight attendant (i.e., a flight attendant call button). Other functions that are associated with passenger comfort include, but are not limited to control over media type (i.e., audio and/or video), content, and volume. With respect to content, selectivity may be provided so that a passenger may select a genre of music (i.e., jazz music or pop music) or a genre of movies (i.e., comedy or drama), among other variations. Individuals may control the volume of the media that has been selected.

As should be apparent, and as will be made more apparent in the discussion that follows, the labels “environment” and “passenger comfort” when applied to specific functions that are controllable in an aircraft are merely provided to assist with an understanding of the present technology. Use of either of the labels is not intended to be limiting, as the labels are not considered to be mutually exclusive of one another or of other functions that are not highlighted herein. For example, control over the degree to which the window shades are opened qualifies as control over an environmental function and also over aspects of passenger comfort. The lights in the aircraft belong to the same, crossover category.

With respect to the present technology, the terms “front” (or “fore”), “rear” (or “aft”), left (or “port”), and right (or “starboard”) are used in the conventional fashion when referring to an aircraft. These conventions refer to the front, rear, left, and right sides of an aircraft as determined by its normal, forward direction of travel.

In addition, reference is made to members of the flight crew on board the aircraft. The term “flight crew” is intended to be generic to any member of the flight crew, including the pilot, co-pilot, and/or flight attendants. In other words, the term “flight crew” is intended to refer to persons other than passengers on board the aircraft.

The term “bulkhead” is used in the discussion of the present technology. A bulkhead is wall that is disposed within the aircraft. A bulkhead may or may not be a structural component of the aircraft.

It is contemplated that the crew IO node (or crew GUI) of the present technology may be provided on a corporate or private aircraft. In other words, it is contemplated that the present technology may be employed in an aircraft that typically has limited seating by comparison with a commercial, passenger aircraft. While corporate, business, or personal aircraft encompass the primary focus of the crew IO node of the present technology, the present technology is not limited just to such aircraft. To the contrary, the present technology may be employed in any aircraft, including commercial passenger aircraft, without departing from the scope of the present technology.

In addition, while the crew IO node of the present technology is contemplated to be employed on an aircraft, it is noted that the present technology may be employed in any other suitable environment. For example, the present technology may be practiced on a passenger car of a train, on board a ship, or any other suitable environment that should be apparent to those skilled in the art.

It is contemplated that the crew IO node of the present technology will be used in conjunction with a distributed architecture 10, one embodiment of which is illustrated in FIG. 1. The distributed architecture includes a central processing unit 12 (“CPU”) that includes a processor 14 and a controller 16. The CPU 12 may be a computer, as should be apparent to those skilled in the art. However, the term CPU 12 is not intended to be limited only to a computer or any part thereof. To the contrary, the term CPU 12 is intended to encompass any type of computing device that may operate to provide the functionality described herein.

The term “processor” is intended to broadly encompass any device capable of executing machine-readable instructions. In other words, the term “processor 14” is intended to refer to any device or component that processes instructions and data. As an example, semiconductor chips within a computer are considered to fall within the definition of the term “processor 14.”

While it is contemplated that the processor 14 will be a single component of the distributed architecture 10, the distributed architecture 10 is not intended to be limited solely to such a construction. The processor 14 may include multiple devices that are separate from one another, but cooperate together to process data and execute instructions. For example, the processor 14 may include a semiconductor processing chip and/or any other peripheral devices that support the operation of the semiconductor processing chip. Alternatively, the processor 14 may encompass processing chips that are located in separate systems, but which are operatively connected to provide the desired functionality.

As also illustrated in FIG. 1, the CPU 12 includes a controller 16. In one embodiment, it is contemplated that the controller 16 may be a hardware component that is separate from the processor 14. In a second contemplated embodiment, the controller 16 may be embodied in software (i.e., operating software) that runs on the central processing unit 12. In other words, in this second embodiment, the processor 14 may be the device on which the controller 16 is executed. In a third contemplated embodiment, the controller 16 may be a combination of hardware and software. Regardless of whether the controller 16 is hardware, software, or a combination of the two, it is contemplated that the controller 16 will facilitate communication between the processor 14 and any input/output (“IO”) and/or peripheral devices connected thereto. The peripheral devices include the side ledge IO node of the present technology.

While the distributed architecture 10 is described in terms of a CPU 12, a processor 14, and a controller 16 (among other components), it is noted that this configuration is not intended to be illustrative of the breadth of the present technology. The configuration is not intended to exclude any possible server/client configurations. For example, the CPU 12 may be a server on which a client is resident. The controller 16 may be the client. In another configuration, the CPU 12 may be a server that provides access to an independent client. In still another configuration, the CPU 12 may be a router.

As should be apparent, there are many appellations that may be applied to the components comprising the distributed architecture 10. Those variations and equivalents are intended to be encompassed by the scope of the present technology.

As illustrated in FIG. 1, the processor 14 may connect to one or more databases 18. The database 18 may be a memory storage device, an IO device such as an MP3 player, a compact disc (“CD”) player, a digital video disk (“DVD”) player, or any other suitable storage and playback device. To emphasize the breadth of what is meant by the term, the database 18 may include, but is not limited to, any suitable memory on which the CPU 12 relies for its operation. The term database 18 should not be understood to be limited solely to memory devices.

It is noted that the distributed architecture 10 contemplated for use with the crew IO node of the present technology also may be connected to other systems and processors on board the aircraft. For example, the distributed architecture 10 may receive input from a flight computer on board the aircraft. These other input devices are not illustrated for simplicity. It is noted, however, that other inputs may be provided to the distributed architecture 10, as should be apparent to those skilled in the art.

The distributed architecture 10 is intended to be specific to the passengers and flight crew on an aircraft. As a result, the CPU 12 is contemplated to connect to at least two IO nodes: (1) a passenger IO node 20 and (2) a crew IO node 22. The passenger IO node 20 receives input from and provides output to the passenger. The crew IO node 22 receives input from and provides output to members of the flight crew. Both the passenger IO node 20 and the crew IO node 22 connect to the controller 16, through which selected inputs and outputs are directed.

The passenger IO node 20 is contemplated to encompass any suitable input/output device that may be available to a passenger. Similarly, the crew IO node 22 is intended to encompass any suitable input/output device that may be available to a member of the flight crew. In other words, while the present technology will be described in connection with specific devices, the present technology is not intended to be limited thereby. Other devices may be provide or substituted for the devices described herein without departing from the scope of the present technology.

In addition, as will be made more apparent in the discussion that follows, the passenger IO node 20 and the crew IO node 22 are contemplated to provide overlapping functionality. Therefore, the discussion of a particular functionality with respect to one IO node 20, 22 does not preclude the same functionality from being provided via the other of the IO nodes 20, 22.

As illustrated in FIG. 1, the various components of the distributed architecture 10 connect to one another via communication lines 24. The communication lines 24 may be wired or wireless communication lines, as should be apparent to those skilled in the art. Wired communication lines encompass, but are not limited to, wired connections and docking stations (for one or more of the IO nodes). Wireless communication lines may be provided via any suitable data format including, but not limited to, a Bluetooth™ connection (where appropriate).

Additionally, the communication lines are illustrated as two-way communication channels. While depicted as two-way communication channels, it is noted that one-way communication channels may be employed without departing from the scope of the present technology. In addition, it is also contemplated that the communication channels 24 may encompass one or more busses that channel multiple channels of communication along a single communication line 24.

FIG. 2 illustrates a second embodiment of a distributed architecture 26 contemplated for use with the crew IO node 22 of the present technology. As will be made apparent from the discussion that follows, the second embodiment of the distributed architecture 26 may be considered as a variation of the first embodiment.

The distributed architecture 26 is directed to a location-oriented approach rather than a person-oriented approach, as detailed in connection with the distributed architecture 10. The person-oriented approach that is employed for the distributed architecture 10 encompasses an architecture where an IO node is associated with an individual, such as a passenger or a member of the flight crew. The location-oriented approach for the distributed architecture 26 encompasses an architecture that relies, at least in part, on IO nodes that are placed at specific locations with the aircraft.

As will be made apparent in discussion that follows, there is an overlap between the first distributed architecture 10 and the second distributed architecture 26.

As illustrated in FIG. 2, the second distributed architecture 26 is similar to the first distributed architecture in that the distributed architecture 26 includes the CPU 12, the processor 14, the controller 16, and the database 18. The second distributed architecture 26 differs from the first distributed architecture 10 in that additional IO nodes are provided at specific locations within the aircraft cabin, as noted above.

As illustrated in FIG. 2, the second distributed architecture is contemplated to include the passenger IO node 20 and the crew IO node 22. In addition, the second distributed architecture 26 includes a bulkhead IO node 28, a side ledge IO node 30, a table IO node 32, and a window IO node 34. Details of the bulkhead IO node 28, the side ledge IO node 30, the table IO node 32, and the window IO node 34 are provided below.

As suggested by the nomenclature employed, the IO nodes 28, 30, 32, 34 are provided at specific locations in the aircraft. The person-specific IO nodes 20, 22 are contemplated to be portable devices that are associated with individuals and, as such, are not associated with any fixed structure within the aircraft.

As illustrated in FIGS. 1 and 2, the IO nodes 20, 22, 28, 30, 32, 34 connect to the controller 16. The controller is contemplated to incorporate a hierarchical command structure that prioritizes input(s) from the different IO nodes 20, 22, 28, 30, 32, 34. For example, the controller 16 may include a hierarchical command structure where input(s) provided by a crew member override (or nullify) input(s) provided by a passenger. In another contemplated scenario, input(s) provided at one of the IO nodes 20, 22, 28, 30, 32, 34 may be given priority over any other input(s). For example, a crew member may have closed the window shades in the aircraft so that the passengers may enjoy in-flight entertainment. A passenger may wish to open his or her window shade via the window IO node 34. So that the passenger may do this, input(s) from the window IO node 34 may be placed at the top of the hierarchical command tree. Still further, the owner or operator of the aircraft may set the hierarchical command structure for the individual aircraft or a fleet of aircraft, as required or as desired.

It is noted that the window IO node 34 and the table IO node 32 are but two examples of nodes where limited space is available for control inputs and/or outputs. The present technology should not be understood to be limited to the nodes 32, 34 that are shown and described herein.

To facilitate the discussion of the distributed architectures 10, 26, a top view of an aircraft 36 is illustrated in FIG. 3. The aircraft 36 that is depicted is merely exemplary of the infinite possible configurations that are possible and should not be understood to be limiting of the configurations with which the side ledge IO node of the present technology is contemplated to operate.

As illustrated in FIG. 3, the aircraft 36 has a front end 38, a rear end 40, a left side 42, and a right side 44. The fuselage 46 of the aircraft 36 defines a cabin 48 therein. The layout of the cabin 48 illustrated in FIG. 3 may be provided for a corporate, business, or personal aircraft, such as a private jet.

The cabin 48 includes a cockpit 50, a galley 52, and a passenger area 54. The cabin 48 also includes a forward lavatory 56, a first passenger seating area 58, a second passenger seating area 60, a third passenger seating area 62, a first bedroom 64, a second bedroom 66, and an aft lavatory 68.

The first passenger seating area 58 is positioned adjacent to the galley 52 and the forward lavatory 56. The first passenger seating area 58 is immediately aft of the door 70 that provides ingress into and egress out of the aircraft 36. A first bulkhead 72 separates the area adjacent to the door 70 from the first passenger seating area 58.

The first passenger seating area 58 is defined by one passenger seat 74 and a stowable table 76. The passenger seat 74 is contemplated to be a reclining seat. However, the passenger seat 74 need not recline. The stowable table 76 is contemplated to be stowable in a side compartment adjacent to the passenger seat 74. As required by applicable aviation laws, the table 76 must be stowed for taxi, take-off, and landing.

It is noted that the first passenger seating area 58 may be reserved for one or more crew members and, therefore, be understood to be a crew seating area 58. Since the type of individual that uses the seating area 58 is not critical to operation of the present technology, the seating area 58 will be referred to herein as the first passenger seating area 58. It is also noted that, while other seating areas are indicated as being for passengers, crew members may use these areas together with the passengers.

A second bulkhead 78 separates the first passenger seating area 58 and forward lavatory 56 from the second passenger seating area 60.

The second passenger seating area 60 includes four passenger seats 74 that are positioned on opposite sides of a central aisle. Two seats 74 face one another across a table 76 on the right side 44 of the aircraft 36. Similarly, two seats 74 face one another across a stowable table 76 on the left side 42 of the aircraft.

The third passenger seating area 62 is defined by six passenger seats 74, a stowable table 76, and a stowable conference table 80. Two seats 74 face one another across the stowable table 76 on the right ride 44 of the aircraft 36. Four seats 74 face one another (in two pairs) across a stowable conference table 78. As illustrated, when the tables 76, 80 are deployed, they are contemplated to form a single conference table that extends across the width of the cabin 48.

As is apparent from FIG. 3, the second seating area 60 and the third seating area 62 are not separated from one another by any bulkhead or other barrier. Instead, these passenger areas 58, 60 are contemplated to form a continuous passenger area within the cabin 48.

The first bedroom 64 is separated from the third passenger seating area 62 by a third bulkhead 82. The first bedroom 64 includes a divan 84 on the left side 42 of the aircraft 36 and a cabinet 86, such as a media cabinet, on the right side 44 of the cabin 48. It is contemplated that the divan 84 will function both as a couch (or a sofa) and a bed, depending upon its use or configuration.

The second bedroom 66 is separated from the first bedroom 64 by a fourth bulkhead 88. The second bedroom 66 includes a divan 84 on the right side 44 of the aircraft 36. A seat 74 and stowable table 76 are provided on the left side 42 of aircraft 36. Also on the left side 42 is a cabinet 90, which may be provided with a media center, including a monitor or a television.

A fifth bulkhead 92 separates the second bedroom 66 from the rear lavatory 68.

It is noted that the fuselage 46 includes a plurality of windows 94.

In addition, at least four monitors 96 (i.e., video output screens) are provided in the aircraft 36 at various locations. The monitors 96 are contemplated to be positioned to provide video information and entertainment to the passengers in the aircraft 36. It is contemplated that entertainment also may be provided to the passengers via entertainment devices that are associated with the passenger seats 74.

As illustrated, the cabin 48 also includes several side ledges 98 that extend along the length of selected ones of the passenger seating areas 58, 60, 62. Where they are provided, the side ledges 98 are disposed between the passenger seat 74 and the wall of the fuselage 46. As is apparent from FIG. 3, the side ledges 98 are provided in the first passenger seating area 58 and the second passenger seating area 60. While side ledges 98 are not illustrated for the third passenger seating area 62, side ledges 98 may be provided in this seating area without departing from the scope of the present technology.

It is noted that the term “side ledge” is intended to encompass other furniture within the cabin 48 of the aircraft 36 in addition to the typical side ledge 98 that is identified in FIG. 3. Specifically, a cabinet or side ledge 98 may be provided adjacent to the divan 84 in the aircraft 36. While such a side ledge 98 would extend transversely to the travel direction of the aircraft 36, the side ledge 98 may be provided with control functionality. In addition, if the aircraft 36 were to include a bed with night stands, the night stands would be considered as side ledges 98 for purposes of the present technology.

As should be apparent to those skilled in the art, the configuration for the cabin 48 of the aircraft 36 that is provided in FIG. 3 is merely exemplary of the many possible configurations that may be employed in the cabin 48 of the aircraft 36. In other words, the present technology should not be understood to be limited to use on aircraft 36 with the configuration depicted in FIG. 3.

With renewed reference to the distributed architectures 10, 26, either architecture 10, 26 (or any variant thereof) may be employed onboard the aircraft 36. For purposes of the discussion herein, the aircraft 36 includes the second distributed architecture 26.

In this architecture, the passenger IO node 20 is contemplated to be a mobile electronic device, as discussed above. Mobile electronic devices include, but are not limited to, portable computers, tablets, and smartphones. As will be made apparent from the discussion that follows, it is contemplated that the passenger IO node 20 will be capable of receiving and storing a software program, such as an “app.” The app may be specific to a particular aircraft or airline, as required or desired. The app is contemplated to provide the software needed for proper interface with the controller 16 for operation of the distributed architecture 26. In other words, the software resident on the passenger IO node 20 is contemplated to be configured to provide input to the CPU 12 and to receive output from the CPU 12.

The crew IO node 22 also is contemplated to be a mobile device, such as a portable computer, tablet, or smartphone. As with the passenger IO node 20, the crew IO node 22 is contemplated to be provided with a suitable app (or resident software) for interface with the CPU 12.

Where the mobile IO nodes 20, 22 are tablets, it is contemplated that the tablets 20, 22 will be provided with the delivery to the customer of the aircraft 36. In this embodiment, when a passenger boards the aircraft 36, the passenger will be assigned one of the mobile devices for use during the flight. Similarly, when the flight crew embarks on the aircraft 36, members of the flight crew will be assigned one of the mobile devices.

Alternatively, it is contemplated that a passenger may bring his or her own mobile device on board the aircraft 36. If so, the passenger (and/or crew member) may be prompted to download suitable software (i.e., the app) for interface with the controller 16 prior to boarding the aircraft. Similarly, the members of the flight crew may bring their own mobile devices on board the aircraft 36. If so, members of the flight crew also may be prompted to download suitable software on the personal device. In a further contemplated embodiment, the passenger (and/or crew member) may be prompted to download suitable software after boarding the aircraft, for example. It is noted that the apps (i.e., the software) downloaded by the passenger and the crew may be the same or may be separate apps, as required or as desired.

As also discussed above, the aircraft 36 may include additional IO nodes.

As noted above, the crew IO node 22 is the focus of the present technology. While the crew IO node 22 is contemplated to be embodied is an electronic tablet device with a touch-sensitive surface, the crew IO node 22 may be any other suitable alternative device without departing from the scope of the present technology. Moreover, while the present technology is described as a mobile device, meaning that it is not structurally secured to the aircraft 36, the crew IO node 22 may be affixed in the aircraft 36 without departing from the scope of the present technology.

It is noted that the crew IO node 22 and the passenger IO node 20 that is contemplated to work together with the crew IO node 22 share similar functionality. More specifically, the crew IO node 22 is contemplated to include all of the functionality available on the passenger IO node 20 and also to include additional functionality that is specific to members of the flight crew and operation of the aircraft 36. As a result, the passenger IO node 20 is discussed below, with the understanding that a discussion of the crew IO node 22 encompasses the same functionality.

It is noted that the term “user” is employed to refer to passengers and flight crew members, since both categories of persons are contemplated to be users of the present technology. As such, where the term “passenger” or “flight crew member” are used, the term is not intended to exclude use by any other user, as required or as desired.

FIG. 4 provides a perspective illustration of a portion of an interior of the cabin 48 of an aircraft 36 that incorporates the passenger IO node 20. The passenger IO node is illustrated as a mobile computing device, such as a touch-sensitive tablet 130. Also provided in FIG. 4 is a second contemplated embodiment of the passenger IO node 20, which is a retractable knob 132 that is disposed in the side ledge 98. The retractable knob 132 is contemplated to provide at least some of (if not all of) the functionality of the tablet 130. The details of the retractable knob 132 are not the focus of the present technology and, therefore, specific details concerning the retractable knob 132 are not provided herein.

In this illustrated embodiment, the passenger IO node 20 is disposed on a retractable stand 134 that extends from the side ledge 98 adjacent to the passenger seat 74. The passenger IO node 20 is removably disposed in the stand 134. In other words, the passenger IO node 20, as embodied in the tablet 132, is not integrally connected to the stand 134. A table 76 also is illustrated in this view, to provide context for the present technology.

As should be apparent, the stand 134 need not extend from the side ledge 98. It is contemplated that the stand 134 may extend from one of the arm rests on the passenger seat 74. Alternatively, the stand 134 may extend from the table 76. As should be apparent to those skilled in the art, the exact location where the stand 134 is positioned is not critical to the present technology.

As noted above, functions associated with passenger comfort fall into two general categories: (1) media functions and (2) cabin-related environmental functions. As such, the passenger IO node 20 is contemplated to provide an interface to the user that includes these two groups of functions.

FIG. 5 depicts one contemplated embodiment of a main menu 136 that is contemplated to be displayed, as a root menu, on the crew IO node 22. The main menu 136 includes a media submenu 138 and a cabin submenu 140. Submenu icons and words (both of which are referred to as “icons” herein whether they are words or pictograms) are selectable via the touch interface on the tablet 130.

For purposes of the discussion of the present technology, it is noted that the designation “tablet 130” may refer to either the passenger IO node 20 or the crew IO node 22. Both IO nodes 20, 22 may be embodied in a tablet. For this reason, the designation “tablet 130” is applied to both nodes 20, 22. It is noted, as discussed in greater detail below, that the crew IO node 22 includes control over functionality that may not be accessed or controlled by a passenger.

In the illustrated embodiment, the media submenu 138 includes four options: (1) a video icon 142, (2) a music icon 144, (3) a television icon 146, and (4) a map view icon 148. Each of these separate options is accessible by touching the surface 150 of the crew IO node 22. As should be apparent, the icons 142-148 that are available via the media submenu 138 are merely representative of the types of media that may be accessible by that menu.

The cabin submenu 136 includes nine options: (1) a cabin lighting icon 152, (2) a window shade icon 150, (3) an audio icon 152, (4) a thermostat icon 154, (5) a video icon 156, (6) a presets icon 158, a table light icon 164, (8) a reading light icon 166, and (9) a seat icon 168. Each of these separate options also is available by touching the surface 150 of the crew IO node 22. As with the media submenu 138, the icons 152-168 that are included in the cabin submenu 140 are intended to be exemplary of the types of icons that may be available through the cabin submenu 140.

As should be apparent, the media submenu 138 and the cabin submenu 140 do not present mutually exclusive functionalities. Some functions with the cabin 48 of the aircraft 36 may be accessed from either submenu 138, 140. In other words, the menu trees for both submenus 138, 140 are contemplated to be interrelated and redundant.

The main menu 136 also includes a flight status bar 170, which extends along a top edge of the main menu 136. The flight status bar 170 provides a visual indication of the total duration of the flight, time elapsed since take off, and time remaining until landing. As should be apparent, the flight status bar 170 may provide additional information that may be of interest to the passenger.

The four icons in the media submenu 138 provide access to the four types of entertainment that are available to the passenger on board the aircraft 36.

The video icon 142 provides access to a listing of the video entertainment available to the passenger on board the aircraft 36 as well as other functionality, as discussed below.

The audio icon 144 provides access to a listing of the audio (i.e., music) entertainment available to the passenger on board the aircraft 36. Other functionality also may be made available via the audio icon 144, as discussed herein.

The television icon 146 provides access to a listing of the television programming that may be available to the passengers. Television programming is contemplated to encompass pre-recorded content. However, it is contemplated that television programming also may include real-time television programming for aircraft 36 that are equipped to receive television programming during flight.

In one contemplated embodiment, the map view icon 148 is contemplated to provide a view of the geographic position of the aircraft 36. As such, the crew and/or passenger may identify where the aircraft 36 is in its flight plan. The map view icon 148 also is contemplated to permit access to local geographic maps so that the crew and/or passenger may locate geographic points of interest, for example, at the destination location.

The cabin lighting icon 152 is intended to provide access to control over the main lighting in the cabin 48 of the aircraft 36. The main lighting in the cabin 48 is the overhead lighting and is the lighting in the general passenger area of the aircraft 36. The main cabin lighting in the aircraft 36 is distinguishable from other lighting that may be provided, such as a personal reading light, positioned over the passenger's seat 74 or a table reading light positioned over a table 76, 80 within the aircraft 36.

The window shade icon 154 provides control over one or more of the window shades that cover the windows 94 in the aircraft 36. The window shade icon 154 provides control over the degree to which the window shades in the aircraft 36 are opened or closed.

With respect to the window shades, it is noted that the window shades may be of any particular type without departing from the scope of the present technology. For example, the window shades may be made from a sheet of material that moves (via a motor, for example) in front of the window to block the transmission of light therethrough. Alternatively, the window shades may be made from an electrochromic material. Electrochromic materials respond to signals by altering their color and/or opacity.

In yet some alternative of the present technology, the window shades may be made from a combination of (1) a first window shade made from a sheet of material and (2) a second window shade made from an electrochromic material. The first window shade may be disposed between two window panels of a cabin window and the second window shade may be disposed inwardly in front of the first window shade. Other arrangements may also be envisioned and are therefore not limitative. In such embodiment, the first window shade and the second window shade may be controlled independently, for example via the controller 16. As a result, a user (who may be a passenger or a crew member) may increase opacity of the second window shade while not modifying a position of the first window shade and vice-versa. In some alternative embodiments, both the first window shade and the second window shade may be controlled in a coordinated fashion so that the opacity of the second window shade varies as the position of the first window shade is modified.

In some embodiments of the present technology, both the first window shade and the second shade may be controlled by at least one of the passenger IO node 20, the crew IO node 22, the bulkhead IO node 28, the sideledge IO node 30, the table IO node 32 and the window IO node 34. In some embodiments, the window IO node 34 may include two independent control interface components so as to independently control each one of the first window shade and the second window shade. In some embodiments, the window IO node 34 is designed to have a control interface component for controlling both the first window shade and the second window shade in a coordinated fashion. In such embodiment, when starting from a position in which the first window shade is fully open and the second window shade is transparent, and a user issues a first command to at least partially close the window shades, the window IO node 34 and/or the controller 16 may embody a control method, which upon execution, causes an increase in the opacity of the second window shade while not (or slightly) modifying a position of the first window shade. A second command (automatically or manually) issued by the user to fully close the window shades results in an increase of the opacity to a maximum level. Upon reaching the maximum level or slightly before, the position of the first window shade moves from an open (or partially open) position to a fully closed position. As such, the first and second window shades are controlled in a coordinated sequence. In an alternative, the opacity of the second window shade and the position of the first window shade may be controlled in a coordinated and quasi-proportional manner, such that as the position of the first window shade is lowered, the second window shade increases in opacity.

Conversely, when starting from a closed position in which the first window shade is fully closed and the second window shade is at a maximum level of opacity, and a user issues a first command to at least partially open the window shades, the control method may cause, modifying a position of the first window shade while not (or slightly) decreasing the opacity of the second window shade. A second command (automatically or manually) issued by the user to fully open the window shades results in fully opening the first window shade. Upon reaching the fully open position of the first window shade or slightly before, the level of opacity of the second window shade is decreased to its minimum level. Other variations of the control method may also be envisioned without departing from the scope of the invention.

The audio icon 156 is similar to the audio icon 144, by providing access to the audio menu, as discussed further herein.

The thermostat icon 158 provides access to a menu that permits the crew and/or passenger to control the temperature within the cabin 48 of the aircraft 36.

The video icon 160 is similar to the video icon 142. This icon also provides access to the functionality of the video menu, as discussed further herein.

The presets icon 162 provides access to predetermined settings related to the cabin 48 of the aircraft 36. By accessing the presents icon 162, the crew and/or passenger may select from several preset environments within the aircraft to facilitate activities such as sleep, meetings, or entertainment viewing, as discussed below.

The table light icon 166 provides control over a light that may be positioned above a stowable table 76 or a conference table 80, as may be provided in the cabin 48 of the aircraft 36.

The reading light icon 164 provides access to control over one or more reading lights above the passenger seats 74 in the cabin 48.

The seat icon 168 provides control over the comfort position of one or more of the seats 74 in the aircraft 36. Via the seat icon 168, the user may adjust the seat 74 between fully upright and fully reclined positions. The term “user” is used herein to refer to any person that has access to the functionality provided by the present technology on board an aircraft 36.

FIG. 6 illustrates one contemplated embodiment of a video submenu 172 according to the present technology. If the user accesses the video icon 142 on the main menu 136, the user will be directed to the video submenu 172. In this illustration, the video submenu 172 encompasses movies that are available to the user. However, the video submenu 172 should not be understood to be limited solely to movie content.

The video submenu 172 includes at least four separate regions, each of which provides access to different, related functionality.

As shown, the video submenu 172 includes a media bar 174 that provides access to the different types of media that are available to the user. Since the user originally selected the video icon 142, the video submenu 172 defaults to the video programming available to the user. The media bar 174 permits the user to change to a different media selection without having to return to the main menu 136.

The video submenu also includes an available devices section 176, a search bar section 178, and a library section 180.

The available devices section 176 provides a listing of the various video devices (i.e., the monitors 96) that are accessible on the aircraft. By selecting one or more of the icons associated with the available video devices 96, the user may select which of the monitors 96 will display the selected video content. For example, the user may elect to have a selected movie played on a nearby monitor 96 as well as a remote monitor in one of the bedrooms 64, 66. In this manner, the user may watch a movie from the user's seat 74 while his or her children watch the same movie in their bedroom 64, for example.

The search bar section 178 is provided so that the user may input search words to locate specific video media within the library on board the aircraft 36.

The library section 180 provides a listing of all of the video content that is available to the user.

FIG. 7 illustrates a search GUI 182 that may appear if the user wishes to access the search bar section 178. The search GUI 182 displays a touch-sensitive keyboard 184 so that the user may input key words for initiation of a search of the video library, a portion of which may remain visible in the library section 180.

FIG. 8 is a viewing options GUI 186 that may be presented to the user after specific video content has been selected for viewing. The viewing options GUI 186 includes a viewing area submenu 188 and a sound options submenu 190. The viewing area submenu 188 allows the user to select one or more devices (i.e., one or more tablets 130 and/or one or more monitors 96) where the selected video is to be shown. As suggested by the viewing area submenu 188, the cabin 48 of the aircraft 36 may be separated into various zones, consistent with the seating areas 58, 60, 62 and the bedrooms 64, 66. As a result, the user may control the video being displayed in one or more zones within the aircraft 36. The sound options submenu 190 permits the audio portion of the video content to be played via headphone on the armrest of the seat 74 or via speakers on the tablet 132 or speakers within the cabin 48 of the aircraft 36. As indicated, the user may control the sound that is played in one or more zones within the cabin 48 of the aircraft 36.

FIG. 9 illustrates one contemplated embodiment of an audio submenu 192. The audio submenu is patterned similarly to the video submenu 172. The same options are accessible via the audio submenu 192.

If the user accesses the audio icon 144 on the main menu 136, the user will be directed to the audio submenu 192. In this illustration, the audio submenu 192 encompasses audio programs that are available to the user. However, the audio submenu 192 should not be understood to be limited solely to music content.

The audio submenu 192 includes at least four separate regions, each of which provides access to different, related functionality.

As shown, the audio submenu 192 includes the media bar 174 that provides access to the different types of media that are available to the user. Since the user originally selected the audio icon 144, the audio submenu 192 defaults to the audio programming available to the user. The media bar 174 permits the user to change to a different media selection without having to return to the main menu 136.

The audio submenu 192 also includes an available devices section 176, a search bar section 178, and a library section 180.

Submenus of the audio submenu 192 are contemplated to operate in the same manner as the viewing options GUI 186, discussed above. Specifically, audio programming may be played on one or more devices or within one or more zones in the aircraft 36. Accordingly, further discussion of this functionality is not repeated here.

FIG. 10 illustrates one contemplated embodiment of a television submenu 194. The television submenu 194 is contemplated to provide a slightly different appearance than the video submenu 172 and the audio submenu 192. In the television submenu 194, a channel listing 196 is provided. The channel listing provides a list of the different television channels that are accessible to the user. The television submenu 194, therefore, provides access to currently available (or real time) television channels.

If real time television stations are not available, the television submenu 194 is contemplated to default to a pre-recorded television shows library. In such a case, the television submenu 194 is contemplated to operate in the same manner as the video submenu 172 or the audio submenu 192.

Submenus of the television submenu 194 are contemplated to operate in the same manner as the viewing options GUI 186, discussed above. Specifically, television programming may be played on one or more devices or within one or more zones in the aircraft 36. Accordingly, further discussion of this functionality is not repeated here.

FIG. 11 depicts one embodiment of a map view GUI 198 according to the present technology. A map of the world and the location of the aircraft 36 are provided to the passenger.

FIG. 12 depicts a local map GUI 200. The local map GUI 200 is contemplated to provide interactive access to any selected geographic location, such as the destination of the aircraft 36. It is contemplated that the local map GUI 200 will include a search bar that permits the user to look for desired landmarks, restaurants, shops, etc.

FIG. 13 illustrates one embodiment of a cabin lights GUI 202 contemplated for use as a part of the present technology. The cabin lights GUI 202 includes zone designators 204, 206, 208. By selecting and highlighting one or more of the zone designators 204, 206, 208, the user is able to control the cabin lighting in the selected zones within the aircraft 36.

Two controls over the cabin lighting are provided via the cabin lights GUI 202. The user is provided with control over the intensity (or brightness) of the cabin lights via the intensity control menu 210. Cabin light intensity is contemplated to be controllable from a minimum of 0 lumens to a predetermined maximum. The user also may be provided with control over the color of the cabin lights via a color control menu 212. Color refers to the “warmness” of the light, as should be apparent to those skilled in the art. Warmer light includes more yellow light elements. Cool light includes a bluer appearance. It is contemplated that the user may be provided control over the coolness or warmness of the light, as indicated by the color control menu 212. Both the intensity control menu 210 and the color control menu 212 are contemplated to be presented as slider bars, with slider elements 214, 216, that assist the passenger to appreciate where the controls are in relation to the extremes.

The cabin lights GUI 202 also includes a window shades up icon 214 and a window shades down icon 216. These icons provide control over the degree of openness of one or more of the window shades in the cabin 48. The table light icon 164 also is provided to the user. As should be apparent, other controls for other lighting also may be provided on the cabin lights GUI 202. Control over any lights in the cabin 48 is contemplated to include control over the intensity of the light and the warmness or coolness of the light. With respect to the warmness (i.e., the yellow or amber content) or coolness (i.e., the blue content) of the light, it is contemplated that the user will adjust the color of the light between two standard colors for the light. As should be apparent, the colors may be set according to standards for lighting or they may be selected by the aircraft owner or user, as appropriate.

In an alternate embodiment, it is contemplated that the user may be provided with even greater control over the color of the lights in the aircraft 36. It is contemplated, for example, that the user may be able to control the red, green, and blue (“RGB”) values for the lights in the cabin 48. If so, RGB controllers are anticipated to be displayed on the tablet 130. As should be apparent, for control over the color of the lights, it is contemplated that the lights will be light emitting diodes (“LEDs”), where control over the saturation of the RGB values for the LEDs is permissible. As should be apparent, other light sources may be employed without departing from the scope of the present technology.

FIG. 14 illustrates one embodiment of a window shades GUI 218 contemplated for use as a part of the present technology. The window shades GUI 218 includes window designators 220. By selecting and highlighting one or more of the window designators 220, the user is able to control the window shade in the selected window 94 within the aircraft 36. In a further contemplated embodiment, the user may be provided with control over the window shades in selected zones in the aircraft 36.

Control over the degree of openness of the window shades is contemplated to be provided via a control bar 222 with a slider 224. The slider 224 is contemplated to provide control over the window shades from a fully closed to a full opened condition.

FIG. 15 illustrates one contemplated embodiment of a thermostat GUI 226. The thermostat GUI 226 includes zone indicators 228 so that the user may select one or more zones for which the temperature in the aircraft 36 is to be adjusted. The temperature is contemplated to be changed using a temperature control bar 230 with a slider 232. The temperature is contemplated to be controllable within 5-10° C. of the standard ambient of 25° C. Of course, a greater or lesser control may be provided as required or as desired.

FIG. 16 depicts one contemplated embodiment of a presets GUI 234. The presets GUI 234 includes zone indicators 236, as in previous embodiments. Each zone may be controlled according to a predetermined list of environmental conditions (i.e., presets). In the illustrated example, there are three presets: (1) a dining preset 238, (2) a movie preset 240, and (3) a sleep preset 242. An off switch 244 also is provided to disable one or more of the selected presets. Each preset is contemplated to have a lighting intensity, color, etc. associated therewith, where the presets are conducive to the activity listed, such as “dining.” In addition, the presets are contemplated to provide the most comfortable environment for the selected activity by adjusting parameters within the cabin 48 to meet preselected criteria.

FIG. 17 provides a seat selector GUI 246, which permits the user to identify his or her seat 74 via the seat indicator 248. Any environmental selections that are made by the user are then applied to the selected seat 74. Alternatively, it is contemplated that the user may be provided control over the environmental and comfort conditions of other seats 74. For example, a parent may wish to adjust comfort parameters for a child or a flight crew member may wish to adjust conditions for a passenger based on a verbal request.

FIG. 18 illustrates a change seat GUI 250. The change seat GUI 250 permits the passenger to move from an initial seat 74 to a new seat 74. Any selected comfort variables that the passenger selected may then be applied to the passenger's new seat.

As noted above, the crew IO node 22 is contemplated to include all of the functionality discussed in connection with the passenger IO node 20. In addition, the crew IO node 22 is contemplated to include functionality that is specific to members of the flight crew and the operation of the aircraft 36.

In the paragraphs that follow, the additional functionality of the crew IO node 22 is discussed. As noted above, the crew IO node 22 also is contemplated to be embodied in a tablet 130.

FIG. 19 illustrates a crew main menu 252, which is contemplated to be similar to the main menu 136 described in connection with FIG. 5. The crew main menu 252, however, includes five additional icons, grouped in a crew cabin submenu 254, that provide access to additional functionality available via the crew IO node 22. The five additional icons include: (1) a scheduling icon 256, (2) a notes icon 258, (3) a report icon 260, (4) a control panel icon 262, (5) and a passenger roster icon 264. Each of these icons, when accessed, takes the user to GUIs that provide specific functionality, as discussed in greater detail below.

It is noted that the crew main menu 252 need not be provided with the crew cabin submenu 254. Functionality associated with the icons 256-264 that are in the crew cabin submenu 254 may be provided via a separate menu that is available only to the crew via the crew IO node 22.

FIG. 20 depicts one contemplated embodiment of a scheduling GUI 266 that is presented to the crew member after pressing the scheduling icon 256. The scheduling GUI 266 is contemplated to include a timeline 268 for the flight. The timeline 268 identifies specific events that may be preplanned for the flight. For example, if the flight is of a particularly long duration, the timeline 268 may include information that indicates when movies are to be played and in what sequence. The timeline 268 is contemplated to provide planning functionality to the crew. Once programmed, the timeline 268 may automatically execute the sequence of entertainment, etc., that has been preselected for a flight.

The scheduling GUI 266 also includes an events recorder 270 that records the events that occur during the flight. In the illustrated example, a flight attendant call 272 was made early in the flight. The flight attendant call 272, which was made by one of the passengers via the passenger IO node 20, for example, is recorded in the events recorder 270 to keep a running log of what occurred during the flight.

The scheduling GUI 266 also may include an altitude record 274 that provides a visual output of the vertical position of the aircraft 36 during the flight. The altitude record 274 may be provided with specific logic to prevent certain activities from occurring if those activities do not comply with applicable aviation guidelines. For example, if movies may be played only after the aircraft 36 reaches a particular altitude, the crew IO node 22 may be programmed to prevent the playing of any media until such time that the aircraft 36 has reached a suitable altitude.

FIG. 21 is a depiction of one contemplated embodiment of a notes GUI 276 that permits flight crew members to keep track if important information during the flight. For example, if the lavatory light burns out, the flight crew member may make a notation 278 via the notes GUI 276. Flight maintenance crews may then rely on the notes to take corrective action after the aircraft 36 reaches its destination.

FIG. 22 depicts one contemplated embodiment of a report GUI 280 that may be presented to a crew member after accessing the report icon 260. The report GUI 280 is contemplated to provide a tally of the supplies on board the aircraft 36 and to identify any supply needs. For example, if the aircraft 36 depletes its supply of paper towels, this information would be captured by the logic associated with the report GUI 280. When the aircraft 36 lands, the supply may be replenished by the ground crew that services the aircraft 36. In some alternative embodiments of the present technology, the controller 16 may comprise control logic allowing a sending, manual or automatic, of data packets comprising a summary of the tally of the supplies at a given time of the flight. The control logic may also comprise an ordering function allowing the aircraft crew to order supplies to a ground station while the aircraft is in flight. As a result, the ground crew that services the aircraft 36 may receive the summary of the tally of the supplies while the aircraft is still in flight and may start preparing the supplies that need to be replenished. This may result in a more efficient servicing of the aircraft as the ground crew knows in advance the supplies that need to be replenished.

In some embodiments, the control logic allowing the ordering of supplies while the aircraft is in flight comprises displaying a list of items corresponding to supplies available in the aircraft cabin; receiving a control input associated with a selection of at least one item from the list of items; and transmitting to a ground station, via a network, an indication of the at least one selected item reflective of an order of supplies. The ground station may be a maintenance facility associated with a server configured so as to receive the indication of the at least one selected item from the aircraft cabin. In some embodiments, the network may be a conventional communication network allowing an aircraft to transmit data while in flight.

FIG. 23 provides one representation of a control panel GUI 282 that is accessible after pressing the control panel icon 262. Various devices, such as the hot water heater, may be controlled via the control panel GUI 282. In addition, the control panel GUI 282 may include a startup icon 284 and a shutdown icon 286. The startup icon 284 is contemplated to provide a startup of all equipment onboard the aircraft 36 needed during the flight. Conversely, the shutdown icon 286 shuts off all of the equipment on board the aircraft 36, usually after landing.

FIG. 24 depicts one contemplated embodiment of a passenger roster GUI 286 that may be accessed when pressing the passenger roster icon 264. The passenger roster GUI 286 is intended to provide specific information about the passengers on the aircraft 36. Pertinent information may include, for example, the passenger's name and any medications that the passenger may require during the flight.

FIG. 25 illustrates one method 288 contemplated by the present technology. The method 288 is considered to be generic to the operation of the crew IO node 22 of the present technology. In the discussion that follows, reference is made to the crew tablet 130. As noted above, the tablet 130 is but one embodiment of the passenger IO node 20 of the present technology. The passenger IO node 20 may be embodied in other electronic devices, such as smart phones. Reference to the tablet 130, therefore, should not be understood to limit the present technology solely to a tablet 130, whether mobile or positioned at a fixed location within the aircraft 36.

The method 288 begins at step 290. From the start 290, the method 288 proceeds to step 292 where the method 288 optionally receives input activating the user interface associated with the crew IO node 22. As noted above, this includes, but is not limited to, activation of the tablet 130.

It is contemplated that the tablet 130 might not provide any display until activated. As noted above, a user may activate the tablet 130 by touching the touch-sensitive surface 150 thereof. Alternatively, a switch (not shown) may be provided to turn on or turn off the tablet 130.

Separately, it is contemplated that the tablet 130 may operate such that the tablet 130 remains in a constant on mode of operation. In this contemplated mode of operation, the tablet 130 may provide a display at all times during flight.

From optional step 292, the method 288 proceeds to step 294, where a menu for controllable parameters is displayed. The menu includes, but is not limited to, a display of the cabin light icon 152, the window shade icon 154, the audio icon 156, the thermostat icon 158, the video icon 160, the presets icon 162, the table light icon 164, the reading light icon 166, and the seat icon 168. As discussed above, each of these icons is associated with a controllable parameter on board the aircraft 36. As also noted, the crew main menu 252 is contemplated to include additional icons associated with the crew cabin submenu 254.

The method 288 then proceeds to step 296, where a selection of one of the controllable parameters is received by the method 288. As noted above, the input may be received when a person taps on a particular icon 152-168 and/or 256-264. In an alternative contemplated operation, the user may use a swiping motion to access the menus associated with the icons 152-168 and/or 256-264. Specifically, the user may use a swiping motion, by dragging his or her finger across the surface 150 of the tablet 130, to navigate through the different menus associated with each of the icons 152-168 and/or 256-264.

If no input is received at step 296, the method 288 proceeds to an optional step 298 where the tablet 130 is placed into a sleep mode. In the sleep mode, the tablet 130 may go dark. Alternatively, it may continue to display the screen last selected by a user. In still another embodiment, the tablet 130 may default to the crew main menu 252.

If the user selects one of the controllable parameters by selecting one of the icons 152-168 and/or 256-264, the method 288 proceeds to step 300. At step 300, the method 288 displays the controls appropriate for the selected controllable parameter. For example, if the table light icon 164 is selected, the light intensity menu 210 may be displayed. A color light menu 212 also may be displayed as another lighting option for the table light.

Once the control(s) are displayed, the method 288 proceeds to step 302. At step 302, the method 288 receives control input(s) from the user to adjust one or more of the controllable parameters in the cabin 48 of the aircraft 36.

After receiving the input at step 302, the method 288 proceeds to step 304, where the selected, controllable parameters are adjusted according to the input provided by the user.

After step 304, the method 288 is contemplated to return to step 294 and display the crew main menu 252.

As noted above, it is contemplated that the tablet 130 will operate after being awakened by a person's touch. In keeping with this mode of operation, it is contemplated that the tablet 130 will enter into a sleep mode (or go dark) after the expiry of a predetermined time period. For example, if the tablet 130 has not received tactile input for a period of 2 minutes, the tablet 130 will be instructed to enter into the sleep mode where it will await the next command

FIGS. 26-41 illustrate a second method 306 of operation of the tablet 130 of the present technology.

As illustrated in FIG. 26, the method 306 starts at step 308. The method 306 then proceeds to optional step 310, where the tablet 130 receives an input activating the tablet 130. As noted above, the activation input may be a touch on the surface 150 of the tablet 130. Other inputs may be employed to wake the tablet 130 from a sleep mode without departing from the scope of the present technology.

After being awakened at step 310, the method 306 proceeds to step 312, where the tablet 130 displays a menu of parameters that are controllable within the cabin 48 of the aircraft 36. As noted above, the controllable parameters may be divided into two separate categories including, but not limited to, a media submenu 138, a cabin submenu 140, and a crew submenu 254. As should be apparent, the media submenu 138, the cabin submenu 140, and the crew submenu 254 are contemplated embodiments of the present technology but should not be understood to be limiting of the present technology.

The method 306 then proceeds to step 314, where the method 306 awaits receipt of the selection of media controls. If the user selects an option under the media submenu 138, the method 306 proceeds to the media subroutine 316, which is illustrated in FIG. 27. The connector 318 connects step 314 with the media subroutine 316.

If the user does not select one of the options available in the media submenu 138, the method 306 proceeds to step 320. If the user selects one of the options associated with cabin parameters, the method 306 proceeds to the cabin subroutine 322 via the connector 324. The cabin subroutine 322 is illustrated in FIG. 28.

It is noted that steps 314 and 320 are illustrated in series. However, these steps 314, 320 need not occur in the order presented. Moreover, the steps 314, 320 need not occur in series. It is contemplated that the steps 314, 320 may operate in parallel or in any other suitable order without departing from the scope of the present technology.

If the user does not select one of the cabin parameters in step 320, the method 306 proceeds to step 326, where the method 306 places the tablet 130 into a sleep mode. As noted, this step 326 is optional. It is contemplated that the tablet 130 may not enter a sleep mode. Instead, it is contemplated that the tablet 130 may remain in a constant on condition during operation of the aircraft 36.

FIG. 27 illustrates the media subroutine 316, which connects to the portion of the method 306 illustrated in FIG. 26 via the connector 318.

The media subroutine 316 starts at step 328, where the method 306 awaits selection of video control(s). If video control(s) are selected, the method 306 proceeds to the video subroutine 330 via the connector 332. The video subroutine 330 is illustrated in FIG. 29.

If the user does not select the video control(s), the method 306 proceeds to step 334, where the method 306 awaits selection of the audio control(s). If the user selects the audio controls(s), the method 306 proceeds to the audio subroutine 336 via the connector 338. The audio subroutine 336 is illustrated in FIG. 30.

If the user does not select the audio control(s) in step 334, the method 306 proceeds to step 340, where the method 306 awaits selection of the television control(s). If the user selects the television control(s), the method 306 proceeds to the television subroutine 342 via the connector 344. The television subroutine 342 is illustrated in FIG. 31.

If the user does not select the television control(s), the method 306 proceeds to step 346, where the method 306 awaits selection of the map view control(s). If the user selects the map view control(s), the method 306 proceeds to the map subroutine 348 via the connector 350.

As should be apparent, while the steps 328, 334, 340, 346 are illustrated in a particular order, the present technology does not require that the steps 328, 334, 340, 346 be executed in this order. The steps 328, 334, 340, 346 may be executed in any order without departing from the scope of the present technology. In an alternative contemplated embodiment, the steps 328, 334, 340, 346 may proceed in parallel.

If the user does not select the map view control(s), the method 306 proceeds to step 352, where the method 306 optionally places the tablet 130 into sleep mode. From step 352, the method 306 returns to step 310 via the connector 354.

FIG. 28 illustrates the cabin subroutine 322. As discussed in the paragraphs that follow, the cabin subroutine 322 illustrates one contemplated subroutine for processing input and output related to the parameters associated with functions that are controllable within the cabin 48 of the aircraft 36 from the tablet 130.

The cabin subroutine 322 connects to the portion of the method 306 illustrated in FIG. 26 via the connector 324.

The cabin subroutine 322 then proceeds to step 356, where the subroutine 322 authenticates if the user of the tablet 130 is a flight crew member. If the person operating the tablet 130 is a flight crew member, the method 306 proceeds to step 358. At step 358, the method 306 makes flight crew control(s) available to the flight crew member. It is noted that, if the user is authenticated as a flight crew member, the tablet 130 transitions to a crew IO node 22 and additional functionality becomes available to the flight crew member, as noted above.

In connection with the activation of flight crew options at step 358, the method 306 makes available the functionality designated by the connector 360. The connector 360 provides access to the flight crew subroutine 362, which is illustrated in FIG. 41. The flight crew subroutine 362 is described in greater detail below. With the understanding that the flight crew member will have additional features available to him or her, the method 306 proceeds to step 364. If the user is not a flight crew member but is a passenger, the method 306 proceeds to step 364 without additional functionality being provided to the passenger.

At step 364, the method 306 awaits receipt of the selection of cabin light control(s). The cabin light control(s) are made available if the user accesses the cabin light icon 152. If the method 306 receives the cabin light control(s), the method 306 proceeds to the cabin light subroutine 366 via the connector 368. The cabin light subroutine 366 is illustrated in FIG. 33.

If the method 306 does not receive any selection of cabin light control(s), the method 306 proceeds to step 370. At step 370, the method awaits input of window shade control(s). The window shade control(s) are available through activation of the window shade icon 154, for example. If the method 306 receives input for the window shade control(s), the method proceeds to the window shade subroutine 372 via the connector 374. The window shade subroutine 372 is illustrated in FIG. 34.

If the method 306 does not receive inputs for the window shade control(s), the method 306 proceeds to step 376, where the method 306 awaits input for audio control(s). If the user accesses the audio control(s), the method 306 proceeds to the audio subroutine 336 via the connector 338. The audio subroutine 336 is illustrated in FIG. 30.

If the method 306 does not receive any selection of audio control(s) in step 376, the method proceeds to step 378, where the method 306 awaits selection of the thermostat controls. If the method 306 receives a selection of the thermostat control(s), such as by receiving a selection of the thermostat icon 158, the method 306 proceeds to the thermostat subroutine 380, which is illustrated in FIG. 35. The thermostat subroutine 380 connects to the portion of the method 306 depicted in FIG. 28 via the connector 382.

If the method 306 does not receive a selection of the thermostat control(s), the method proceeds, via the connector 384, to step 386, which is illustrated in FIG. 36. At step 386, the method 306 awaits input selecting the video control(s) that are made available by the selection of the video icon 160, for example.

If the method receives a selection of video control(s) at step 386, the method 306 proceeds to the video subroutine 330, which is illustrated in FIG. 29. The connector 332 indicates the connection to the video subroutine 330. The video subroutine 330 may be accessed via the video icon 160, for example.

If the method 306 does not receive the selection of video control(s) at step 386, the method proceeds to step 392. At step 392, the method awaits selection of the presets control(s) via the tablet 130. The user may access the presets control(s) by selecting the presets icon 162, for example. If the user accesses the presets control(s), the method 306 transitions to the presets subroutine 394 via the connector 396. The presets subroutine 394 is illustrated in FIG. 37.

If the method 306 does not receive any input indicating the selection of the presets control(s), the method proceeds to step 398. At step 398, the method 306 determines if the user provides input selecting the table light control(s). If so, the method 306 proceeds to the table light subroutine 400, which is illustrated in FIG. 38. The table light control(s) are accessible via the table light icon 164, for example. The connector 402 connects step 398 with the table light subroutine 400.

If the method 306 does not receive any input from the user that the user has selected the table light icon 164, the method 306 proceeds to step 404 where the method 306 awaits input of the selection of the reading light control(s). If the user selects the reading light control(s) by accessing the reading light icon 166, for example, the method proceeds to the reading light subroutine 406 via the connector 408. The reading light subroutine 406 is illustrated in FIG. 39.

If the method 306 does not receive any input from the user selecting the reading light control(s), the method 306 proceeds to step 410. At step 410, the method 306 awaits input of the selection of the seat control(s). The seat controls may be accessed by selecting the seat icon 168. If the method 306 receives the selection of the seat control(s), the method 306 proceeds to step 412 via the connector 414. The seat subroutine is illustrated in FIG. 40.

If the method 306 does not receive input regarding the seat, the method 306 proceeds to step 416, where the method 306 optionally places the tablet 130 into a sleep mode. From step 416, the method 306 returns to step 310 via the connector 354.

It is noted that the steps 364, 370, 376, 378, 386, 392, 398, 404, 410 need not be executed in the order described in connection with FIGS. 28 and 36. To the contrary, the steps may be performed in a different order without departing from the scope of the present technology. Alternatively, one or more of the steps 364, 370, 376, 378, 386, 392, 398, 404, 410 may be performed in parallel without departing from the scope of the present technology.

FIG. 29 illustrates the video subroutine 330, as discussed above.

The video subroutine 330 starts at step 418, which follows from the connector 332 that is illustrated in FIG. 27.

At step 418, the method 306 displays the video library 180, which is contemplated to encompass all of the video files that are accessible by the user. The video files may be stored in the database 18, for example. While the video files may be displayed in any particular order and according to any particular sorting parameter(s), it is contemplated that the video files will be presented in alphabetical order.

From step 418, the method 306 proceeds to step 420 where the method 306 determines if there has been a selection of specific video content.

If specific video content has been selected, the method 306 proceeds to step 422. At step 422, the selected video content is played to the user until the video content is exhausted. In other words, at step 422, the video content is anticipated to be played from the beginning to the end of the video file. As should be apparent, control options may be provided to the user to start, stop, advance, and retard the play back of the video file at any point during the playback of the video content. As indicated above, the video content may be provided in the form of an electronic file, a file read from a storage medium (i.e., a digital video disk), etc.

After the video file is played, the method 306 returns to step 310 via the connector 354. Since the user has control over the playback of the video content, the method 306 may return to the step 310 at any time after the user elects to stop the playback, as appropriate.

If the user does not select a particular video from the video library 180, the method proceeds to step 424, where the method 306 awaits the user's selection of search controls. The search controls and search terms may be entered, for example, in the search GUI 182.

If the user enters search parameters, the method 306 proceeds to step 426 where the method 306 displays search control(s). In this step 426, the search controls and search terms may be entered, for example, in the search GUI 182. Searching is contemplated to be performed based on words, phrases, or other suitable search parameters.

At step 428, the method 306 receives the search parameter(s) from the user.

From step 428, the method 306 proceeds to step 430, where the method 306 displays the result(s) of the search to the user.

After the search results are displayed, the method returns to step 420, where the user is permitted to select one of the results from the results that are displayed at step 430.

If the method 306 does not receive the selection of search control(s) at step 424, the method proceeds to step 432, where the method 306 receives a selection of volume controls. If the user does not select the volume controls, the method returns to step 310 via the connector 354. If the user does select the volume controls, the method 306 proceeds to step 434, where the volume controls are displayed to the user.

At step 436, the method 306 receives input for the volume controls.

The method 306 then proceeds to step 438, where the method 306 adjusts the volume according to the input provided by the user.

After step 438, the method 306 returns to step 310 via the connector 354.

FIG. 30 illustrates the audio subroutine 336, as discussed above.

The audio subroutine 336 starts at step 440, which follows from the connector 338 that is illustrated in FIG. 27.

At step 440, the method 306 displays the audio library 180 in the audio submenu 192, which is contemplated to encompass all of the audio files that are accessible by the user. The audio files may be stored in the database 18, for example. While the audio files may be displayed in any particular order and according to any particular sorting parameter(s), it is contemplated that the audio files will be presented in alphabetical order.

From step 440, the method 306 proceeds to step 442 where the method 306 determines if there has been a selection of specific audio content.

If specific audio content has been selected, the method 306 proceeds to step 444. At step 444, the selected audio content is played to the user until the audio content is exhausted. In other words, at step 444, the audio content is anticipated to be played from the beginning to the end of the audio file. As should be apparent, control options may be provided to the user to start, stop, advance, and retard the play back of the audio file at any point during the playback of the audio content. As indicated above, the audio content may be provided in the form of an electronic file, a file read from a storage medium (i.e., a compact disk, digital audio disk, or mp3 file, etc.).

After the audio file is played, the method 306 returns to step 310 via the connector 354. Since the user has control over the playback of the audio content, the method 306 may return to the step 306 at any time after the user elects to stop the playback, as appropriate.

If the user does not select a particular audio from the audio library 180, the method proceeds to step 446, where the method 306 awaits the user's selection of search controls. The search controls and search terms may be entered, for example, in the search GUI 192.

If the user enters search parameters, the method 306 proceeds to step 448 where the method 306 displays search control(s). In this step 448, the search controls and search terms may be entered, for example, in the search GUI 192. Searching is contemplated to be performed based on words, phrases, or other suitable search parameters.

At step 450, the method 306 receives the search parameter(s) from the user.

From step 450, the method 306 proceeds to step 452, where the method 306 displays the result(s) of the search to the user.

After the search results are displayed, the method returns to step 442, where the user is permitted to select one of the results from the results that are displayed at step 452.

If the method 306 does not receive the selection of search control(s) at step 446, the method proceeds to step 454, where the method 306 receives a selection of volume controls. If the user does not select the volume controls, the method returns to step 310 via the connector 354. If the user does select the volume controls, the method 306 proceeds to step 456, where the volume controls are displayed to the user.

At step 458, the method 306 receives input for the volume controls.

The method 306 then proceeds to step 460, where the method 306 adjusts the volume according to the input provided by the user.

After step 460, the method 306 returns to step 310 via the connector 354.

FIG. 31 illustrates the steps comprising the television subroutine 342 of the method 306. The television subroutine 342 begins from the connector 344, as illustrated.

The television subroutine 342 of the method 306 of the present technology starts with a display of the television submenu 194 at step 462. One contemplated embodiment of the television submenu 194 is shown in FIG. 10.

After the display of the television library in step 462, the method 306 proceeds to step 464, where the method 306 awaits receipt of the selection of television content. Television content may include the selection of a particular television channel or pre-recorded television content. If the method 306 receives selected television content from the user, the method 306 proceeds to step 466, where the selected television content is played. After the selected television content is played, the method 306 returns to step 310 via the connector 354.

If the method 306 does not receive a selection of television content, the method proceeds to step 468 where the method receives a selection of search controls. If the method 306 does not receive a selection of search controls, the method 306 returns to step 310 via the connector 354.

If the method 306 receives a selection of search controls, the method 306 proceeds to step 470 where the method displays search controls.

At step 472, the method 306 receives input of search parameters. The user may search for specific content, for a genre of television programs, etc.

After receiving the search parameters, the method 306 proceeds to step 474, where the method displays the search results. The user may then select content from the displayed results. As such, the method returns to step 464 from step 474.

FIG. 32 illustrates the global map subroutine 348 according to one contemplated embodiment of the present technology. The global map subroutine 348 starts at step 476, which follows from the connector 350. At step 476, the method displays the global map GUI 198. One contemplated embodiment of the global map GUI 198 is shown in FIG. 11.

The method 306 proceeds to step 478 where the method 306 awaits receipt of a selection of a local map view. If the method 306 does not receive any selection of a local map view, the method 306 proceeds to step 480.

At step 480, the method 306 awaits selection of local map search parameters via the local map GUI 200. The local map GUI 200 may be configured to receive search parameters associated with the destination of the flight, for example. The user may wish to search for restaurants, museums, and other points of interest at the destination location for the flight, for example.

If the method 306 does not receive a selection of local map search parameters at step 480, the method 306 returns to step 310 via the connector 354.

If the method 306 receives a selection of local map search parameters at step 480, the method 306 proceeds to step 482. At step 482, the method 306 displays the results for the local map search.

FIG. 33 illustrates the cabin lights subroutine 366. The cabin lights subroutine 366 is contemplated to provide control over the cabin lights in the aircraft 36.

The cabin lights subroutine 366 begins at step 484, which is connected to step 364, for example, via the connector 368. At step 484, the method 306 displays the controls for cabin light intensity and/or color. As noted above, the intensity of the cabin lights may be altered to provide a desirable brightness for the lights in the cabin 48. In addition, it is contemplated that the color of the cabin lights may be adjusted between “warm” and “cool” tones.

After step 484, the method 306 proceeds to step 486 where the method receives controls from the user over the cabin lights. The control inputs may be over light intensity and/or color. Controls may be possible via a suitable touch-sensitive control bar, as discussed above.

At step 488, the method 306 adjusts the cabin light intensity and/or color based on the inputs received from the user.

FIG. 34 illustrates the window shade subroutine 372. The window shade subroutine 372 provides control over the degree of openness of the window shades in the cabin 48 of the aircraft 36.

The window shade subroutine 372 begins at step 490, which follows the connector 374. At step 490, the method displays the controls for input of the degree to which one or more of the window shades is to be opened. The control may be by a control slider as discussed above.

At step 492, the method receives control input from a user regarding the degree to which the window shades are to be opened on the aircraft 36. As noted above, the control may be provided over a single window shade or a group of window shades.

At step 494, the method 306 adjusts the degree to which the window shades are opened based on the input provided by the user.

FIG. 35 illustrates the thermostat subroutine 380, which connects to the remainder of the method 306 via the connector 382.

At step 496, the method 306 displays the control inputs for controlling the temperature on board the aircraft 36. The thermostat controls are contemplated to include a control bar a slider, but the controls are not limited to this arrangement.

At step 498, the method 306 receives input for the thermostat controls. Specifically, the method 306 receives temperature inputs for one or more of the regions within the cabin 48 of the aircraft 36.

At step 500, the method 306 adjusts the temperature within the cabin 48 of the aircraft 36 according to the control inputs provided by the user. The method then returns to step 310 via the connector 354.

FIG. 36 illustrates the remainder of the method 306 that is illustrated in FIG. 28. This portion of the method 306 continues after step 378, to which a connection is made via the connector 384.

This portion of the method 306 has already been described.

FIG. 37 illustrates the presets subroutine 394. The presets subroutine connects to the method 306 via the connector 396.

The presets subroutine 394 begins at step 502 where the method 306 displays the control inputs for the presets. One contemplated embodiment for this display is the presets GUI 234 that is illustrated in FIG. 16, for example.

At step 504, the method 306 receives input for the control presets. As discussed above, one of the presets may include a lighting level and environmental controls that are suitable for viewing a meeting. Another preset may include environmental controls for assisting with sleep.

At step 506, the method 306 adjusts that cabin parameters according to the inputs provided by the user.

FIG. 38 illustrates the table light subroutine 400. The table light subroutine 400 provides access to and control over one or more lights that may be positioned above a retractable table 76 or a conference table 80.

The table light subroutine 400 begins at step 508, where the method 306 displays the controls for the table light. The controls may include a control bar and slider as previously described. The controls may include one or both of intensity of the table light and the color, as discussed above.

From step 508, the method 306 proceeds to step 510 where the method 306 receives input regarding the intensity and/or color of the table light. The input may be provided by the user.

At step 512, the method 306 adjusts the table light according to the input received at step 510.

FIG. 39 illustrates a reading light subroutine 406. The reading light subroutine provides control over a reading light that is contemplated to be local to the passenger seat 74. In particular, the reading light is contemplated to be over the seat 74 of the passenger. The reading light subroutine 406 is contemplated to provide control over at least one of the light's intensity and/or color.

At step 514, the controls for the reading light are displayed by the method 306 of the present technology. The controls are contemplated to encompass a control bar with a slider as discussed herein. Of course, other control schemes may be employed without departing from the scope of the present technology.

At step 516, the method 306 receives input concerning the light intensity and/or color.

At step 518, the method 306 adjusts the light intensity and/or color in accordance with the inputs received at step 516.

FIG. 40 illustrates a seat subroutine 412, which connects with step 410 in the method 306, as illustrated in FIG. 36.

The seat subroutine 412 starts at step 520, where the method 306 displays the controls that are associated with the seat input(s).

The method proceeds to step 522, where the method 306 awaits a request from a user to change his or her seat assignment. If the method 306 receives a request for a passenger to change his or her seat assignment, the method 306 proceeds to step 524. At step 524, the method changes the seat assignment for the passenger according to the input received. A change in seat assignment includes a change in any preferences and settings previously provided for the seat of origin to the changes seat. Accordingly, it is contemplated that, if a passenger changes his or her seat 74, the comfort parameters previously entered will be transferred to the passenger's new seat 74.

If the method 306 does not receive a request for a passenger to change seats, the method 306 proceeds to step 526. At step 526, the method receives input from the user to adjust the seat. If the method 306 does not receive input to adjust the seat 74, the method proceeds to step 310 via the connector 354. If the method 306 receives input to adjust the seat, the method 306 proceeds to step 528. At step 528, the method 306 adjusts the seat 74 according to the input provided. After the seat 74 is adjusted, the method 306 returns to step 310 via the connector 354.

FIG. 41 illustrates one contemplated flow chart for the crew cabin subroutine 362, which is made available after authentication of the flight crew.

The crew cabin subroutine 362 begins at step 530, where the crew main menu is displayed. The crew main menu may be configured consistently with the crew main menu 252 that is illustrated in FIG. 19, for example. As noted above, however, the crew main menu 252 that is illustrated is meant to be exemplary of any of a number of possible variations. In other words, the crew main menu 252 is not intended to be limiting of the present technology.

After the display step 530, the crew cabin subroutine 362 proceeds to step 532, where the method 306 awaits input regarding scheduling associated with the functionality that is controllable within the cabin 48 of the aircraft 36.

If a flight crew member accesses an input function for the crew cabin subroutine 362 at step 532, the method proceeds to step 534 where the scheduling GUI 266 is displayed. Through this display, the crew member may control various functions within the cabin 48 of the aircraft 36.

It is contemplated that input may be provided in an interactive manner via the scheduling GUI 266 that is illustrated in FIG. 20. For example, if the flight crew member wishes to play a particular movie at a particular time index, the flight crew member may do so by accessing the scheduling GUI 268. Alternatively, if the flight crew member would like for the movie to begin playing after the aircraft 36 reaches a particular altitude, the flight crew member may set this parameter via the altitude record 274.

As with other subroutines described herein, after step 534, it is contemplated that the method 306 may return to step 310 via the connector 354.

If no-one selects the scheduling inputs at step 532, the method 306 proceeds to step 536, where the method awaits selection of inputs regarding notes. If a member of the flight crew accesses this feature, the method 306 proceeds to step 538, where the method 306 displays the notes GUI 276, such as the one illustrated in FIG. 21.

The notes GUI 276 is provided so that the flight crew may enter specific notes regarding a flight. As indicated in FIG. 21, this may include an indication that a lavatory light has burned out, requiring attention. Other notes also may be provided, as suggested by FIG. 21.

After notes are added, the method 306 is contemplate to return to step 310 via the connector 354.

If the flight crew does not select the notes GUI 276, the method 306 is contemplated to proceed to step 540. At step 540, the method 306 awaits receipt of a selection of the report icon 260.

If the report icon 260 is selected, the method proceeds to step 542, where the report GUI 280 is displayed. Once contemplated embodiment of the report GUI 280 is provided in FIG. 22. The report GUI 22 280 is contemplated to provide an interactive interface that permits the flight crew to update the status of items, for example, that are needed for operation of the aircraft 36. For example, if the aircraft 36 is running low on paper towels, this may be reported so that the deficiency may be addressed at the next opportunity.

As before, at the conclusion of step 542, the method 306 is contemplated to return to step 310 via the connector 354.

If the method 306 does not receive a selection of the reports input(s), the method 306 proceeds to step 544, where the method awaits receipt of the selection of control panel inputs. Control panel inputs are accessible be selecting the control panel icon 262, for example.

If a flight crew member accesses the control panel icon 262, the method 306 proceeds to step 546 where the method displays the control panel GUI 282. One example of the control panel GUI 282 is provided in FIG. 23.

The control panel GUI 282 is contemplated to provide an interface that permits the flight crew member to turn on or turn off specific components on the aircraft 36. For example, the flight crew member may wish to turn on the hot water heater that provides hot water to the lavatories on the aircraft 36.

After the flight crew member provides any input for the controllable parameters that are available at step 546, the method 306 is contemplated to return to step 310 via the connector 354.

If no selection is made for the control panel, the method 306 is contemplated to proceed to step 548, where the method 306 awaits selection of the passenger manifest inputs.

If the passenger manifest inputs are accessed, such as via the passenger manifest icon 264, the method 306 proceeds to step 550.

At step 550, the passenger manifest GUI 286 is displayed. The passenger manifest GUI 286 is contemplated to provide an interactive menu so that the flight crew member may access and enter personal information about the persons on board the aircraft.

After receipt of any entries at step 550, the method 306 is contemplated to return to step 310 via the connector 354.

If the method 306 does not receive any selection of inputs at steps 532, 536, 540, 544, 548, the method 306 is contemplated to return to step 310 via the connector 354.

Turning now to FIG. 42, another contemplated method 2310 that is considered for operation of the distributed architecture 10, 26 of the present technology is illustrated. The method 2310 is considered to be generic to the operation of any of the IO nodes of the present technology, such as, but not limited to, the crew IO node 22 and/or the passenger crew IO node 20.

The method 2310 begins at step 2312. The method 2310 proceeds to step 2314 by displaying a graphical user interface (GUI) component representing a portion of the aircraft cabin.

At a step 2316, the method 2312 proceeds by detecting, by a controller associated with the distributed architecture, that an event of a system of the aircraft cabin corresponding to a fault has occurred. In some embodiments, the controller may be the controller 16. If no event is detected, then the method 2312 proceeds to returning to the step 2314. If an event is detected, then the method 2312 proceeds to step 2318.

At step 2318, the method 2310 determines which aircraft cabin section amongst a plurality of aircraft cabin sections is associated with the system for which the event corresponding to the fault has occurred. Then, at step 2320, the method 2312 proceeds to displaying, on the IO node, (i) a graphical user interface (GUI) component representing at least a portion of the aircraft cabin comprising at least some of the plurality of aircraft cabin sections and (ii) a visual indication identifying the aircraft cabin section associated with the system for which the event corresponding to the fault has occurred.

In some embodiments, the method 2312 further comprises steps 2322 and 2324.

At step 2322, the method 2312 proceeds to displaying, on the IO node, an actionable GUI component in a vicinity of the graphical GUI component representing the aircraft cabin.

At step 2324, the method 2314 proceeds to, in response to an action of a user on the actionable GUI component, displaying, on the IO node, information relating to the fault.

In some embodiments, the visual indication is overlaid on the GUI component representing the at least a portion of the aircraft cabin.

In some other embodiments, the visual indication is associated with a color so as to facilitate identification, by a user, of the aircraft cabin section wherein the system for which the event corresponding to the fault has occurred is located.

In yet some other embodiments, the GUI component is a map of the aircraft cabin.

In some other embodiments, the method 2314 may further proceeds to a first additional step and a second additional step. The first additional step may comprise receiving a control input associated with a fault-transmission action. In some embodiments, the fault-transmission may be similar to the user interaction detailed below in connection with FIG. 47. The second additional step may comprise transmitting to a ground station, via a network, a fault message associated with the fault, the fault message comprising data associated with the fault. As previously mentioned, the ground station may be a maintenance facility associated with a server configured so as to receive the data associated with the fault. In some embodiments, transmitting to the ground station may comprise sending a bulk of data associated with a plurality of faults. In some embodiments, the network may be a conventional communication network allowing an aircraft to transmit data while in flight.

Turning now to FIG. 43-48, a screen 1000 to be displayed on an IO node is illustrated. In some embodiments, the IO node may be the crew IO node. The screen 1000 comprises a first graphical user interface (GUI) component 1012 allowing the user to (1) access to a list of fault messages and (2) visualise a number of fault messages contained in the list of fault messages. A second GUI component 1014 also allows the user to (1) access to a list of fault messages and (2) visualise a number of fault messages contained in the list of fault messages. The screen 1000 also comprises a third GUI component 1016, a fourth GUI component 1018 and a fifth GUI component 1020 which will be further described in connection with FIG. 44.

In FIG. 43, the screen 1000 also comprises a graphical representation of an aircraft cabin 1030. In the example of FIG. 43, the graphical representation of the aircraft cabin 1030 comprises a plurality of aircraft cabin sections which includes an aircraft cabin section identified by a visual indicator 1032. The visual indicator 1032 may be associated with a specific color and/or a specific graphical effect (for example, a level of transparency different from the remaining of the screen 1000, a question mark displayed within an area defined by the visual indicator 1032, etc.). In some embodiments, the visual indicator 1032 may identify an aircraft cabin section. In some embodiments, a cabin section may comprise a cabin zone located between two bulkheads. In some embodiments, the cabin section may comprise multiple cabin zones, a portion of a cabin zone and/or individual items of the aircraft cabin (for example, a seat, a table, a light source, a window shade, an air conditioning nozzle . . . ). In some embodiments of the present technology, the visual indicator 1032 aims at identifying the aircraft cabin section associated with a system for which an event corresponding to a fault has occurred. The system may be a variety of systems and sub-systems, such as, but not limited to, light sources, window shades, electrically actuated seats, air conditioning units . . . ). Multiple variations will become apparent to the person skilled in the art of the present technology.

The screen 1000 of FIG. 43 also comprises a sixth GUI component 1034, a seventh GUI component 1036, an eight GUI component 1038 and a ninth GUI component 1040. The sixth GUI component 1034 allows the user to access to a Line-Replaceable Unit (LRU) page. The seventh GUI component 1036 allows the user to reboot one or more failed systems. The eight GUI component 1038 allows the user to access to a power control page. The ninth GUI component 1040 allows the user to access to a page containing more details about one or more fault messages, such as fault messages associated with the fault event visually identified by the visual indicator 1032.

FIG. 44 illustrates a user 2680 interacting with the screen 1000 of FIG. 43, via a touchscreen interface, by pressing on the ninth GUI component 1040.

Turning now to FIG. 45, the screen 1000 now comprises a first sub-window displayed as a result of the user 2680 pressing on the ninth GUI component 1040. The first sub-window comprises a tenth GUI component 1042, the sixth GUI component 1034, the seventh GUI component 1036 and the eight GUI component 1038. The tenth GUI component 1042 allows the user to go back to a previous version of the screen 1000 illustrated at FIGS. 43 and 44.

Turning now to FIG. 46-48, the screen 1000 now comprises a second sub-window displayed as a result of the user 2680 pressing on the first GUI component 1012 and/or the second GUI component 1014. The second sub-window comprises a list of fault messages 1050. Each one of the fault messages of the list 1050 comprises information relating to (1) a code number allowing to uniquely identifying a fault message, (2) a title and (3) a time stamp. In some embodiments, the list 1050 may be sorted by pressing on the third GUI component 1016 to sort the list 1050 according to code numbers. In some embodiments, the list 1050 may be sorted by pressing on the fourth GUI component 1018 to sort the list 1050 according to titles. In some embodiments, the list 1050 may be sorted by pressing on the fifth GUI component 1020 to sort the list 1050 according to time stamps.

FIG. 47 illustrates the screen 1000 of FIG. 46 while the user 2680 interacts with the screen 1000 to transmit multiple fault messages, for example to an avionic system of the aircraft and/or to a ground station. The user 2680 may access to a transmission screen for sending the one or more fault messages (not shown). The transmission screen may comprise a GUI component allowing the sending of the one or more fault messages via email messages, for examples by allowing the user 2680 to select or type-in an email address and attach the one or more fault messages as attachments. In order to access to the transmission screen, the user 2680 may swipe is finger in a first longitudinal direction, for example towards the right side of the screen 1000. By doing so, a graphical animation will result in presenting a first action button “SEND” associated with the fault message over which the user 2680 swiped her/his finger. In some embodiments, the user 2680 may also access to the transmission screen by pressing on a second action button 1060.

FIG. 48 illustrates the screen 1000 of FIG. 46 while the user 2680 interacts with the screen 1000 to remove multiple fault messages from the list 1050. In order to remove a fault message, the user 2680 may swipe is finger in a second longitudinal direction, opposite the first longitudinal direction illustrated in FIG. 47, for example towards the left side of the screen 1000. By doing so, a graphical animation will result in presenting a third action button “TRASH” associated with the fault message over which the user 2680 swiped her/his finger. In some embodiments, the user 2680 may also remove a fault message from the list 1050 by pressing on a fourth action button 1062.

FIG. 49 illustrates another contemplated method 2410 that is considered for operation of the distributed architecture 10, 26 of the present technology. The method 2410 is considered to be generic to the operation of any of the IO nodes of the present technology.

The method 2410 begins at step 2412. The method proceeds to step 2414 by displaying, on an IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections. In some embodiments, the IO node is at least one of a passenger IO node and a crew IO node.

The method 2410 then proceeds to step 2416 by receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections. Then, at step 2418, the method 2410 proceeds to receiving, by the IO node, a second input from the user for selecting the preset of the at least one controllable parameter.

At step 2422, the method 2410 then determines if a modification of the selected preset for the selected aircraft cabin section is requested by the user. If so, then the method 2410 proceeds to step 2424 by displaying, on the IO node, a preset setting menu including the at least one controllable parameter associated with the selected preset, the at least one controllable parameter allowing modification of at least one of the functions of the aircraft cabin for the selected aircraft cabin section.

The method 2410 then proceeds to step 2426 by receiving, by the IO node, a third input from the user for modifying the at least one controllable parameter. The step 2426 also comprises generating a modified preset based on the modified at least one controllable parameter.

The method 2410 then proceeds to step 2428 by saving the modified preset, for example in a memory associated with the IO node and/or the distributed architecture.

In some embodiments, the method 2410 may also comprise adjusting, by a controller associated with the distributed architecture, the selected aircraft cabin section in accordance with the modified preset.

In some embodiments, the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade. In some embodiments, the at least one controllable parameter comprises a first controllable parameter associated with a light intensity, a second controllable parameter associated with a light color and a third controllable parameter associated with a degree of openness of a window shade. In some embodiments, the preset menu comprises a first group of graphical user interface (GUI) components allowing modification of the first controllable parameter, a second group of GUI components allowing modification of the second controllable parameter and a third group of GUI components allowing modification of the third controllable parameter.

Turning now to FIG. 50, a screen 2600 to be displayed on a IO node is illustrated. In some embodiments, the IO node is at least one of a passenger IO node and a crew IO node. The screen 2600 comprises a set of icons 2602, 2604, 2606, 2608, 2610 and 2612 for controlling various functions of the aircraft cabin, including non-media functions (for example, via the icons 2602, 2604, 2606 and 2608) and media functions (for example via the icons 2610 and 2612). The screen 2600 also comprises a graphical user interface component 2620 representing a portion of an aircraft cabin divided into a plurality of aircraft sections. In the example of FIG. 50, the plurality of aircraft cabin sections comprises a first aircraft cabin section 2622 associated with a first icon 2624, a second aircraft cabin section 2626 associated with a second icon 2628, a third aircraft cabin section 2634 associated with a third icon 2636, a fourth aircraft cabin section 2638 associated with a fourth icon 2640 and a fifth aircraft cabin section 2692 associated with a fifth icon 2644. The screen 2600 also comprises a visual selector 2630 allowing identifying a selected section of the aircraft cabin, in this example, the second aircraft cabin section 2626. The visual selector 2630 comprises a configuration icon 2632 allowing triggering, by a user, a preset modification sequence. The configuration icon 2632 is an example as to how the user may request modification of a selected preset. Other variations may be envisioned without departing from the scope of the present technology.

The screen 2600 also comprises a plurality of categories for regrouping presets of controllable parameters of the aircraft cabin. The plurality of categories comprises a first category 2650 entitled “CONCIERGE”, a second category 2652 entitled “MOODS”, a third category 2654 entitled “FAVORITES” and a fourth category 2656. In the example of FIG. 50, the first category 2650 has been previously selected which has caused a plurality of icons representing presets to be displayed. The presets comprise a first preset 2660 entitled “COSY FIRESIDE”, a second preset 2662 entitled “HARD WORK SESSION”, a third preset 2664 entitled “CASUAL NIGHT READING”, a fourth preset 2665 entitled “GOOD NIGHT”, a fifth preset 2663 entitled “WHITE DINNER”, a sixth preset 2670 entitled “CANDLELIGHT DINNER”, a seventh preset 2672 entitled “RELAXING NIGHT” and an eight preset 2674 entitled “SUNSET BY THE SEA”.

Turning now to FIG. 51, a user 2680, for example a passenger or a crew member, interacting with the screen 2600 is illustrated. In this example, the user 2680 interacts with the screen via a touchscreen interface. Other kind of interfaces may equally be used without departing from the scope of the invention. In FIG. 51, the user 2680 is selecting the second preset 2662.

FIG. 52, illustrates the screen 2600 with the visual selector 2630 having a different appearance than in FIGS. 50 and 51. This different appearance indicates that controllable parameters associated with the second preset 2662 are being applied to the second aircraft cabin section 2626. In some embodiments, the different appearance of the visual selector 2630 may a change in a level of transparency, a change in color or both. Other alternative may also be envisioned without departing from the scope of the present technology.

FIG. 53 illustrates the screen 2600 while the user 2680 is requesting a modification to the second preset 2662. In the embodiment illustrated at FIG. 53, the user 2680, by interacting with the configuration icon 2632, triggers the modification of the second preset 2662. Once the user 2680 has pressed the configuration icon 2632, a new window or a new screen is presented to the user 2680. In some embodiments the new screen is a screen 2700 illustrated at FIG. 54.

The screen 2700 of FIG. 54 illustrates an embodiment of a combination of graphical user interface components allowing the user 2680 to input, on the IO node, one or more modifications of controllable parameters. In the example set forth in FIG. 54, the controllable parameters may be modified via a first set of control bars 2710 allowing individually controlling an intensity of light for multiple light sources located in the aircraft cabin section. The multiple light sources, in the example of FIG. 54, comprise upwash lights, downwash lights, accent lights, reading lights and table lights. The controllable parameters may also be modified via a second set of control bars 2730 allowing individually controlling a color of light for multiple light sources located in the aircraft cabin section. The controllable parameters may also be modified via a light control bar 2720 allowing controlling an intensity of light for all light sources located in the aircraft cabin section. The controllable parameters may further be modified via a first window shade control bar 2722 and a second window shade control bar 2724 allowing controlling an opening or a closing of the window shades of the aircraft cabin section. The screen 2700 also comprises a “SAVE PRESET” icon 2740 allowing saving of the modified controllable parameters. In some embodiments, a preset may be qualified as a modified preset as soon as at least one controllable parameter is modified by the user 2280.

Turning now to FIG. 55, a screen 2800 is illustrated. The screen 2800 illustrates an alternative embodiment of a combination of graphical user interface components allowing the user 2680 to input, on the IO node, one or more modifications of controllable parameters. The screen 2800 comprises the light control bar 2720, the first window shade control bar 2722 and the second window shade control bar 2724. The screen 2800 also comprises a first set of control bars 2810 allowing individually controlling an intensity of light for multiple light sources located in the aircraft cabin section. The screen 2800 further comprises a second set of control bars 2820 and a third set of control bars 2830 allowing individually controlling a color of light for multiple light sources located in the aircraft cabin section. The screen 2800 further comprises a “SAVE PRESET” icon 2840 allowing saving of the modified controllable parameters.

Turning now to FIG. 56, a screen 2900 is illustrated. The screen 2900 illustrates an alternative embodiment of a combination of graphical user interface components allowing the user 2680 to input, on the IO node, one or more modifications of controllable parameters. The screen 2900 comprises the light control bar 2720, the first window shade control bar 2722 and the second window shade control bar 2724. The screen 2900 also comprises the first set of control bars 2810 allowing individually controlling an intensity of light for multiple light sources located in the aircraft cabin section. The screen 2900 further comprises a upwash-downwash light control bar 2910 allowing varying an intensity of light of upwash light sources and downwash light sources located in the aircraft cabin section. The screen 2900 further comprises the “SAVE PRESET” icon 2840. FIG. 56 also comprises light color and warmth graphical user interface control components, namely a control circle 2922, a color-control selector 2920 and a warmth-control selector 2924. The control circle 2922 allows the user 2680 to select a specific color/warmth by moving a selector (represented as a white circle located close to a center of the control circle 2922) within a surface defined by the control circle 2922. The color-control selector 2920 allows turning the control circle 2922 into a color control function. The warmth-control selector 2924 allows turning the control circle 2922 into a warmth control function.

FIG. 57 illustrates the screen 2900 of FIG. 56 with the selector (i.e., the white circle located close to a periphery of the control circle 2922) in a different position than in FIG. 56. The different position of the selector results in a different color and/or warmth being selected by the user 2680 via the control circle 2922.

FIG. 58 illustrates the screen 2900 of FIGS. 56 and 57 while the user 2680 is proceeding to a saving of the modified preset. As may be shown on FIG. 58, prior to activating the saving function, the user 2680 has entered a title for the modified preset, namely “JOHN_1”.

FIG. 59 illustrates another contemplated method 2510 that is considered for operation of the distributed architecture 10, 26 of the present technology. The method 2510 is considered to be generic to the operation of the any of the IO nodes of the present technology.

The method 2510 begins at step 2512. The method 2510, at step 2514 proceeds to displaying, on an IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections. In some embodiments, the IO node is at least one of the passenger IO node and the crew IO node.

The method 2510, at step 2516, then proceeds to receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections. Then, at step 2518, the method 2510 proceeds to receiving, by the IO node, a second input from the user for selecting the preset of controllable parameters.

At a step 2520, the method 2510 may adjust control parameters associated with the selected aircraft cabin section according to the selected preset.

Then, at a step 2522, the method 2510 proceeds to dynamically adjusting, by the controller 16 associated with the distributed architecture, at least one of the controllable parameters based on the selected preset and the determined phase of the journey for the selected aircraft cabin section. The method may then return to step 2514.

Turning now to FIG. 60, a screen 3000 to be displayed on a IO node is illustrated. In some embodiments, the IO node is at least one of a passenger IO node and a crew IO node. The screen 3000 comprises the set of icons 2602, 2604, 2606, 2608, 2610 and 2612 for controlling various functions of the aircraft cabin, including non-media functions (for example, via the icons 2602, 2604, 2606 and 2608) and media functions (for example via the icons 2610 and 2612). The screen 3000 also comprises the graphical user interface component 2620 representing a portion of an aircraft cabin divided into a plurality of aircraft sections. As in the example of FIG. 50, the plurality of aircraft cabin sections comprises the first aircraft cabin section 2622 associated with the first icon 2624, the second aircraft cabin section 2626 associated with the second icon 2628, the third aircraft cabin section 2634 associated with the third icon 2636, the fourth aircraft cabin section 2638 associated with the fourth icon 2640 and the fifth aircraft cabin section 2692 associated with the fifth icon 2644. The screen 3000 also comprises the visual selector 2630 allowing identifying a selected section of the aircraft cabin, in this example, the third aircraft cabin section 2636.

The screen 3000 also comprises the plurality of categories for regrouping presets of controllable parameters of the aircraft cabin. The plurality of categories comprises the first category 2650 entitled “CONCIERGE”, the second category 2652 entitled “MOODS”, the third category 2654 entitled “FAVORITES” and the fourth category 2656 entitled “DAYLIGHT SIMULATION”. In the example of FIG. 60, the fourth category 2656 has been previously selected which has caused a plurality of icons representing presets to be displayed. The presets comprise a first preset 3010 entitled “REGULAR DAY”, a second preset 3014 entitled “EXTENDED DAY LIGHT”, a third preset 3012 entitled “EXTENDED NIGHT LIGHT” and a fourth preset 3016 entitled “REGULAR LIGHT”. In the example of FIG. 60, the first preset 3010 has been selected.

Turning now to FIGS. 61 and 62, screens 3100 and 3200 are illustrated. The screens 3100 and 3200 are an updated version of the screen 3000 further comprising a journey timeline graphical user interface component 3112. The journey time line GUI component 3112 comprises multiple icons organized according to a temporal sequence and representing multiple moments of the journey. In some embodiments, the multiple icons represent moments of the journey at which the controllable parameters are dynamically adjusted in accordance with a selected preset. In some other embodiments, the controllable parameters are dynamically and continuously adjusted while the journey progresses.

Turning now to FIGS. 63 and 64, screens 3300 and 3400 are illustrated. The screens 3300 and 3400 are an alternative embodiment of the screens 3100 and 3200 in which a journey time line graphical user interface component 3312 is illustrated. The journey time line GUI component 3312 comprises multiples journey segments 3310, 3311, 3313, 3314, 3315, 3316, 3317, 3318 and 3319. Each one of the multiples journey segments represents a moment of the journey at which the controllable parameters are dynamically adjusted in accordance with a selected preset. In some other embodiments, the controllable parameters are dynamically and continuously adjusted while the journey progresses.

As should be apparent from FIGS. 13-17, the present technology is contemplated to provide general, localized, and individualized control via the passenger IO node 20, such as the tablet 130. Control may be provided for the cabin 48 as a whole. Selective control may alternatively be provided for zones within the aircraft 36. Finally, the user is provided with control over functionality associated with a passenger's seat 74.

As discussed above, inputs provided by any of the IO nodes 20, 22 and 28-34 are first provided to the controller 16. The reason for this is simple: the controller 16 provides overall control for the functions that are available to passengers in the cabin 48. Without a centralized control, it is possible that passengers might issue instructions that are contrary to one another. The controller 16 may be programmed to address these conflicts or issue an alarm when conflicts arise.

As noted above, it is contemplated that the controller 16 will incorporate a command hierarchy that will resolve any conflicts between the various inputs received from the various nodes 20, 22, 28, 30, 32, 34. The command hierarchy may be based on the status of the person (i.e., crew versus passenger) or based on the location of the IO node (i.e., window IO node 34 versus bulkhead IO node 28). It is also noted that the command and control functions need not be incorporated solely in the controller 16 but may be incorporated into other features without departing from the scope of the present technology.

As also noted above, the present technology contemplates reliance on an isometric view of the cabin 48 of the aircraft 36. The isometric view permits a user to select specific controllable features and zones within the aircraft 36. For example, the user may select one of the passenger seating areas 58, 60, 62 over which control is to be asserted. Alternatively, the user may select an individual seat 74 over which controls are to be asserted. Still further, by selecting a suitable icon from an isometric view of the cabin 48 of the aircraft 36, the user may assert control over one or more of the monitors 96 within the aircraft 36. The isometric view of the cabin 48 of the aircraft 36 provides an easily understood interface for a user to direct inputted commands and assert control over one or more controllable parameters within the cabin 48 of the aircraft 36.

As noted above, the present technology is not intended to be limited solely to the embodiment(s) described herein. To the contrary, those skilled in the art should appreciate that the present technology may be embodied in one or more variations and equivalents to the embodiment(s) described herein. The present technology is intended to encompass those variations and equivalents. 

What is claimed is:
 1. A distributed architecture for representing a location of a fault in an aircraft cabin, the distributed architecture comprising: a controller operatively connected to a processor; a crew IO node operatively connected to the controller; the processor being configured to perform: detecting, by the controller, that an event of a system of the aircraft cabin corresponding to a fault has occurred; determining, by the processor, which aircraft cabin section amongst a plurality of aircraft cabin sections is associated with the system for which the event corresponding to the fault has occurred; and displaying, on the crew IO node, (i) a graphical user interface (GUI) component representing at least a portion of the aircraft cabin comprising at least some of the plurality of aircraft cabin sections and (ii) a visual indication identifying the aircraft cabin section associated with the system for which the event corresponding to the fault has occurred.
 2. The distributed architecture of claim 1, wherein the visual indication is overlaid on the GUI component representing the at least a portion of the aircraft cabin.
 3. The distributed architecture of claim 1, wherein the visual indication is associated with a color so as to facilitate identification, by a user, of the aircraft cabin section wherein the system for which the event corresponding to the fault has occurred is located.
 4. The distributed architecture of claim 1, wherein the GUI component is a map of the aircraft cabin.
 5. The distributed architecture of claim 1, wherein the processor is further configured to perform: displaying, on the crew IO node, an actionable GUI component in a vicinity of the graphical GUI component representing the aircraft cabin; and in response to an action of a user on the actionable GUI component, displaying, on the crew IO node, information relating to the fault.
 6. The distributed architecture of claim 1, wherein the processor is further configured to perform: receiving a control input associated with a fault-transmission action; and transmitting to a ground station, via a network, a fault message associated with the fault, the fault message comprising data associated with the fault.
 7. A method of representing a location of a fault in an aircraft cabin, the method for execution on a distributed architecture for multi-nodal control of functions of the aircraft cabin, the method comprising: detecting, by a controller associated with the distributed architecture, that an event of a system of the aircraft cabin corresponding to a fault has occurred; determining, by a processor associated with the distributed architecture, which aircraft cabin section amongst a plurality of aircraft cabin sections is associated with the system for which the event corresponding to the fault has occurred; and displaying, on a crew IO node connected to the distributed architecture, (i) a graphical user interface (GUI) component representing at least a portion of the aircraft cabin comprising at least some of the plurality of aircraft cabin sections and (ii) a visual indication identifying the aircraft cabin section associated with the system for which the event corresponding to the fault has occurred.
 8. The method of claim 7, wherein the visual indication is overlaid on the GUI component representing the at least a portion of the aircraft cabin.
 9. The method of claim 7, wherein the visual indication is associated with a color so as to facilitate identification, by a user, of the aircraft cabin section wherein the system for which the event corresponding to the fault has occurred is located.
 10. The method of claim 7, wherein the GUI component is a map of the aircraft cabin.
 11. The method of claim 7, further comprising: displaying, on the crew IO node, an actionable GUI component in a vicinity of the graphical GUI component representing the aircraft cabin; and in response to an action of a user on the actionable GUI component, displaying, on the crew IO node, information relating to the fault.
 12. The method of claim 7, further comprising: receiving a control input associated with a fault-transmission action; and transmitting to a ground station, via a network, a fault message associated with the fault, the fault message comprising data associated with the fault.
 13. A distributed architecture for controlling functions of an aircraft, the distributed architecture comprising: a controller operatively connected to a processor; a IO node operatively connected to the controller; the processor being configured to perform: displaying, on the IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections; receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections; receiving, by the IO node, a second input from the user for selecting the preset of the at least one controllable parameter; upon determining, by the processor, that a modification of the selected preset for the selected aircraft cabin section is requested by the user, executing: displaying, on the IO node, a preset setting menu including the at least one controllable parameter associated with the selected preset, the at least one controllable parameter allowing modification of at least one of the functions of the aircraft cabin for the selected aircraft cabin section; receiving, by the IO node, a third input from the user for modifying the at least one controllable parameter; generating a modified preset based on the modified at least one controllable parameter; and saving, in a memory associated with the distributed architecture, the modified preset.
 14. The distributed architecture of claim 13, wherein the IO node comprises at least one of a passenger IO node and a crew IO node.
 15. The distributed architecture of claim 13, wherein the processor is further configured to perform: adjusting, by the controller, the selected aircraft cabin section in accordance with the modified preset.
 16. The distributed architecture of claim 13, wherein the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade.
 17. The distributed architecture of claim 13, wherein the at least one controllable parameter comprises a first controllable parameter associated with a light intensity, a second controllable parameter associated with a light color and a third controllable parameter associated with a degree of openness of a window shade.
 18. The distributed architecture of claim 13, wherein the preset menu comprises a first group of graphical user interface (GUI) components allowing modification of the first controllable parameter, a second group of GUI components allowing modification of the second controllable parameter and a third group of GUI components allowing modification of the third controllable parameter.
 19. A method of modifying a preset of at least one controllable parameter associated with functions of an aircraft cabin for execution on a distributed architecture for multi-nodal control of the functions of the aircraft cabin, the method comprising: displaying, on a IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections; receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections; receiving, by the IO node, a second input from the user for selecting the preset of the at least one controllable parameter; upon determining, by a processor associated with the distributed architecture, that a modification of the selected preset for the selected aircraft cabin section is requested by the user, executing: displaying, on the at least one of the passenger IO node and the crew IO node, a preset setting menu including the at least one controllable parameter associated with the selected preset, the at least one controllable parameter allowing modification of at least one of the functions of the aircraft cabin for the selected aircraft cabin section; receiving, by the at least one of the passenger IO node and the crew IO node, a third input from the user for modifying the at least one controllable parameter; generating a modified preset based on the modified at least one controllable parameter; and saving, in a memory associated with the distributed architecture, the modified preset.
 20. The method of claim 19, wherein the IO node comprises at least one of a passenger 10 node and a crew IO node.
 21. The method of claim 19, further comprising: adjusting, by a controller associated with the distributed architecture, the selected aircraft cabin section in accordance with the modified preset.
 22. The method of claim 19, wherein the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade.
 23. The method of claim 19, wherein the at least one controllable parameter comprises a first controllable parameter associated with a light intensity, a second controllable parameter associated with a light color and a third controllable parameter associated with a degree of openness of a window shade.
 24. The method of claim 19, wherein the preset menu comprises a first group of graphical user interface (GUI) components allowing modification of the first controllable parameter, a second group of GUI components allowing modification of the second controllable parameter and a third group of GUI components allowing modification of the third controllable parameter.
 25. A distributed architecture for controlling functions of an aircraft, the distributed architecture comprising: a controller operatively connected to a processor; a IO node operatively connected to the controller; the processor being configured to perform: displaying, on at a IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections; receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections; receiving, by the IO node, a second input from the user for selecting the preset of controllable parameters; determining, by the processor associated with the distributed architecture, a phase of a journey based at least on a function of time; and dynamically adjusting, by the controller associated with the distributed architecture, at least one of the controllable parameters based on the selected preset and the determined phase of the journey for the selected aircraft cabin section.
 26. The distributed architecture of claim 25, wherein the IO node comprises at least one of a passenger IO node and a crew IO node.
 27. The distributed architecture of claim 25, wherein the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade.
 28. The distributed architecture of claim 25, wherein the phase of the journey defines an environment to be reproduced within the aircraft cabin section.
 29. The distributed architecture of claim 28, wherein the environment is one of a day environment, a work environment, a sunset environment, a relax environment, a sleep environment, a night environment, a sunrise environment and a work environment.
 30. A method of dynamically adjusting a preset of controllable parameters associated with functions of an aircraft cabin for execution on a distributed architecture for multi-nodal control of the functions of the aircraft cabin, the method comprising: displaying, on a IO node, a graphical user interface component representing at least a portion of an aircraft cabin divided into at least two aircraft cabin sections; receiving, by the IO node, a first input from a user for selecting one of the at least two aircraft cabin sections; receiving, by the IO node, a second input from the user for selecting the preset of controllable parameters; determining, by a processor associated with the distributed architecture, a phase of a journey based at least on a function of time; and dynamically adjusting, by a controller associated with the distributed architecture, at least one of the controllable parameters based on the selected preset and the determined phase of the journey for the selected aircraft cabin section.
 31. The method of claim 30, wherein the IO node comprises at least one of a passenger IO node and a crew IO node.
 32. The method of claim 30, wherein the at least one controllable parameter comprises at least of light intensity, light, color, temperature and a degree of openness of a window shade.
 33. The method of claim 31, wherein the phase of the journey defines an environment to be reproduced within the aircraft cabin section.
 34. The method of claim 32, wherein the environment is one of a day environment, a work environment, a sunset environment, a relax environment, a sleep environment, a night environment, a sunrise environment and a work environment. 